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    Buying Guide

    An unusual one this month as we take a look at buying and importing the baby M3, an E30 320iS. We never got the E30 320iS in the UK but if you want to bag yourself a slice of M3 without the price tag to match you might want to consider finding one… Words: Simon Holmes. Photography: KGF Classic Cars.

    When it comes to sharing their models, BMW has always been pretty kind to us in the UK. Aside from a few exceptions we’ve been well catered for over the years but one model we did miss out on was the 320iS version of the E30. It’s actually a little ironic that this gem never came to the UK due to the fact we already had what were considered the superior M3 and 325i models. Italy and Portugal weren’t so lucky, though, or at least their tax laws for cars with over 2.0-litre displacements meant severe penalties, which made the high-end E30s other countries were blessed with hard to justify.

    So, keen to let those two countries in on sporty 3 Series action, in 1987 #BMW kindly built a whole new model to specifically cater for those looking for a sportier alternative to the six-cylinder 320i, which was otherwise the range-topper there.

    Available only in left-hand drive format but in both two- and four-door platforms, the 320iS was essentially a hybrid mix of 325i Sport and detuned E30 M3. There were no swollen arches, splitters or spoilers in place and despite sharing the iconic M car’s powerplant there were no M badges present.

    Virtually all of its major running gear, exterior and interior trim parts were shared directly with the 325i Sport but at the heart of the car was the twin-cam, 16-valve S14 engine from the M3. From the outside the engine looked identical to a regular S14, complete with #BMW-M-Power cam cover. But inside it was different. To conform to the sub-2.0-litre tax stipulations, capacity was decreased and instead of the usual 2302cc displacement the 320iS’ S14 had a shorter stroke of 72.6mm compared to the regular M3’s 82mm. This brought capacity down to a more tax-friendly 1990cc and the all-important free-flowing head and individual throttle bodies were left untouched. Despite the fairly substantial drop in displacement power wasn’t affected as much as you might have thought. The peak figure was listed at a slightly lower 192hp compared to the M3’s 200hp and it made that power at the same point in the rev range at 6750rpm. Torque did decrease more substantially, falling from 177lb ft to 155lb ft at 4900rpm but the healthy power output still equated to lively performance, although not quite as sharp as its M related brother. From rest, 62mph came in 7.9 seconds, just over a second slower than an M3 but a second faster than a 318iS, whilst top speed was an impressive 141mph.

    The engine was attached to the same M3 derived five-speed dog-leg gearbox and transferred its power to the wheels via a slightly shorter ratio 3.46:1 differential, complete with LSD. The power-assisted steering rack was the same ratio as the six-cylinder 325i at 20.5:1, making it very slightly slower than an M3’s rack but with less weight up front response was slightly improved. The brakes were also shared with the six-cylinder E30 models, which meant 260mm discs all-round that were solid at the rear and vented at the front, whilst ABS was standard fitment on all cars. Covering the brakes were 14-inch alloy wheels, although the four-door featured slightly narrower sixinch wide items compared to the two-door wheels, which were half-an-inch wider.

    The two-door also featured a full M Tec body kit, shared with the UK-spec 325i Sport. This was made up of a larger front spoiler that covered the whole front valance, side-skirts and upper and lower rear spoilers. The four-door version was a lot subtler, featuring only a basic splitter and spoiler. Aside from the rear badging, there was nothing else to tell the 320iS apart.

    Inside, the interior was standard E30 specification, although the rev counter was similar to the M3 version, which meant it also featured an integrated oil temperature gauge, but without the M badging or red needles. Specification otherwise was fairly basic but central locking, electric windows and mirrors were all standard. The two-door also came fitted with sports seats, an M Tech steering wheel and matching gear knob, which were all options on the four-door. Other options for either model included larger 15-inch alloys, leather trim, heated seats, air-con, an electric or manual sunroof and an on-board computer, among a few other little things.
    Production ran till the end of 1990 and the model was not replaced. Less than 3750 were built in total, around two thirds of those being two-door models.

    Buying one

    As you might expect from a car that was made in limited numbers and only officially available in two countries (both outside of the UK), these cars aren’t exactly easy to find. If you plan on finding one in the UK then be prepared to wait. There are a handful of 320iS’ already living here but no more than a dozen or so and they rarely come up for sale. But if you don’t want to tackle the task of finding one abroad and importing it then it’s worth putting the feelers out with the specialist modern classic companies such as KGF Classic Cars, who supplied the car pictured here some time ago. Munich Legends, 4 Star Classics and Classic Heroes are also worth a contacting but as it’s very much a seller’s market prices tend to start at the £12,000 mark and a really good example will cost nearer £15,000 from a specialist.

    Your other option is to source a car abroad and import it. Sourcing one isn’t too hard and Italian used car websites such as are a good start. We found six for sale relatively easily and prices range from £6500 to £11,500 depending on condition, mileage and specification.

    Once you have found a car and, ideally gone to see it, then getting it back to the UK can be done one of two ways. The easiest solution is to get someone to do the hard work for you and there are plenty of specialist companies that will arrange to bring the car back and do all the paperwork for you. Prices will vary depending on how far the car is from the UK, so get a couple of quotes.

    The other option is to do the legwork yourself by finding a car and then bringing home on your own. If you’re doing this and also want to drive the car home then make sure it has the valid equivalent of an MoT and that it is insured. Insurance can be done through a UK classic car specialist as the E30 is old enough to qualify as a classic now. The car can also be insured through its VIN number, as the foreign registration plate will not be valid. Make sure you get a receipt of the sale and equivalent V5 registration document during the purchase and once back in the UK you will need to send the car for an MoT. When it has passed that, a V55 form from the DVLA is required to register the car, as well as a document to show vehicle type approval, which is available from BMW itself. An HM Revenue and Customs form is also required but, as the car is coming from a European country, it should be void of any VAT charges, although a fee of around £55 will be due. The DVLA may then want to inspect the car but after everything is approved it should be issued with an age-related plate. Taxing it is then a normal procedure and there are plenty of specialist insurers to cater for imported classic cars, too.


    Sadly, over the years the E30 has tended to succumb to rust. Okay, the 320iS has a better chance of being rot-free than a UK car due to the climate but that doesn’t mean it shouldn’t be thoroughly inspected, especially as there isn’t exactly a wealth of cars to choose from.

    Check the front end over carefully. The twodoor cars wore the larger M Tec lower spoiler, which helps protect the front valance but try and feel behind it to make sure it’s not rotten or damaged. The four-door cars featured a simpler lower spoiler, so the valance is exposed making it susceptible to both damage and rust. For either car, make sure the spoilers are intact.

    Working backwards, the wings tend to start rotting by the bottom edge where they meet the sill. Also check to see if the plastic inner wheel arch liners are still in place, as these protect the inner wings from rotting. If they are missing then inspect up above and around the wheel for signs of corrosion. The bonnet doesn’t usually rust but what’s underneath it does. With the bonnet open, inspect the scuttle panel by the wipers and vents and down in the corners of the engine bay where the header tank and fuse box are located. Whilst you’re there, also check the condition of the paint nearest the exhaust manifold as it can burn away over time.

    The doors themselves are solid but blocked drainage holes will make the bottoms rot from the inside out. Above the doors, if the car has a sunroof then check for signs of rust and corroded seals. Below the doors, check the sills for corrosion, particularly around the jacking points. On the rear arches, inspect the outside lip for signs of bubbling, which may require a comprehensive repair. Lastly, open the boot and check for signs of damp behind the bootlid seals, inside the spare wheel well and behind the carpet on the rear strut towers.


    Inside, the E30 is very much back to basics and there’s little to go wrong. However, wear and tear is more of a problem and some parts of the interior don’t take the miles or years too well. All cars came with cloth trim as standard but leather was an option. The driver’s seat does tend to show signs of age first but it can be repaired as long as the seat itself isn’t damaged. The dashboards are known for cracking if they’ve spent some time in the hot sun, which is more likely given the model’s origins, so inspect the area nearest to the windscreen, particularly on the passenger side. Sourcing another E30 dashboard wouldn’t usually be too hard but the fact it’s left-hand drive makes it a little tricky as it will need to be sourced abroad.

    There aren’t many electricals to worry about but check that anything it does have works as it should including options such as the on-board computer or electric sunroof. Make sure the gauges aren’t temperamental and the windows operate as they should. If they don’t work but make a clicking noise they are likely stuck from lack of use. Try taking the doorcard off and lubricating the motor itself, which also helps if there’s a slow moving window.

    Wheels, tyres and brakes

    The standard wheels were cross-spoke alloys measuring 14 inches and the two-door and four-door models had different designs and widths. 15-inch wheels were an option but plenty of cars seem to be running the alloys from other models, which isn’t a problem other than the fact that they aren’t original.

    Brake lines corrode over time, so it’s worth getting underneath to at least get a visual. If the car has been looked after well it’s quite likely these have already been replaced but whilst the parts are relatively cheap, fitting them is a labour intensive task. The front flexi-pipes are also prone to corrosion, particularly if the car has been laid up in storage for any amount of time. Lastly, make sure the ABS light goes out on the dash. If it doesn’t, it’s likely to be a faulty sensor but if you’re unlucky it could the pump, which is more expensive.


    Being an engine essentially developed for racing the S14 is generally a strong unit and serious failures are few and far between. It’s also an engine that can cover big miles happily just as long as it’s been looked after well. Maintenance is key here, so look for signs it’s been cared for. Regular oil changes are vital and although these engines are naturally a little loud and lumpy on tickover, make sure neither is excessive. If it seems particularly rough or hesitant at idle then it may well be down to perished vacuum hoses that cause air leaks to the inlet. Faulty HT leads, idle valves or split breather hoses are also common poor running issues. Slightly more concerning is the possibility it’s been abused particularly hard on track, as it’s possible to bend valves through over-revving.

    If the top-end is noisy then it’s likely the tappets will need to be re-shimmed as these need adjustment from time to time. If they haven’t been done in a while it can be a sign the engine has not been well maintained. Also listen out for excessive timing chain noise. The double row duplex chain has no fixed mileage for when it should be replaced, so it’s best to keep a vigilant ear and if it sounds too loud for comfort get it replaced. Whilst its apart, it’s best advised to replace the tensioner with the upgraded item from a later E36 M3 Evo.

    Elsewhere, exhaust manifolds can sometimes blow but check the studs aren’t just loose as it’s a fairly common cause. The valve stem seals are also known to wear out over time and will show up with a puff of smoke on overrun during a test-drive. Also on the test-drive make sure the temp gauge doesn’t go past the middle area as water pumps, thermostats and radiators all degrade over time. Last of all, check for oil leaks from the sump and front cover gaskets.

    Steering and suspension

    Upgrades are fairly common here and it’s not unusual to see aftermarket springs and dampers fitted. As long as the car is level and not sitting too low then it’s not a major issue. Maintenance-wise, the E30 likes to go through its rear sub-frame bushes. If this happens you will know about it as the car drives strangely, as though the rear is trying to steer by itself. A rattle from the rear end indicates a rear shock mount which, again, is a common E30 fault.

    At the front, the outer track rod ball joints tend to wear out and cause odd tyre wear, so check to make sure all looks normal. Inspect the steering rack gaiters to see if they have any oil in them as this is a surefire sign the rack itself needs replacing. Also check the steering column for play and listen for odd wheel bearing noises at the same time.

    Transmission and drivetrain

    All 320iS models will have been fitted with the M3 sourced #Getrag dogleg gearbox, which means first gear is located down and to the left below reverse and all other gears move down a place. It’s a motorsport-derived ’box that is generally strong although, over time, a worn layshaft will develop a rattle at idle. It can be rebuilt easily enough and it’s worth upgrading the gear linkage, too, as these can also wear, giving a clunky and in-direct feel.

    Elsewhere, check the differential to see if it’s weeping oil. If it’s a little damp, then that’s acceptable but if it’s physically wet, get it looked at straight away. These are known to weep from both the input and output seals, both of which are easy to replace and worth doing before the diff runs low on oil and begins to whine.


    If you want a slice of #E30-M3 without the inflated price tag then the #BMW-320iS is it. In some ways, it could even be considered the better car; it does a lot of what the M3 can without shouting about it through spoilers, flared wheel arches and aerofoils. Then there’s the fact the car is rarer than an M3. There are typical #BMW-E30 related issues to be aware of but the rest of the car is easy enough to maintain, although expect to pay M3 prices for an engine build if it does need one. Last of all, there’s value to think about. With the way prices are going for all of the particularly desirable E30 models it’s a matter of time before the 320iS becomes out of financial reach for many people, just like the M3 has done. Then it will be too late to own and enjoy one in the same way you could do right now.

    The #1990 #BMW-320iS-E30
    ENGINE: Four-cylinder, DOHC #S14 #S14B20
    CAPACITY: 1990cc
    MAX POWER: 192hp @ 6750rpm
    MAX TORQUE: 180lb ft @4750rpm
    0-62MPH: 7.9 seconds
    TOP SPEED: 141mph

    KGF Classic Cars
    Tel: 01733 425140
    • Exclusively produced for the Italian and Portuguese markets the 320is was manufactured by BMW Motorsport to take advantage of the reduced taxes in thoExclusively produced for the Italian and Portuguese markets the 320is was manufactured by BMW Motorsport to take advantage of the reduced taxes in those countries for cars that displace two litres or less. It is powered by the same four cylinder S14 engine but produces 192bhp at 6900rpm opposed to 200bhp at 6750rpm for the regular M3. Only 2542 units were produced compared to 18204 units of all M3 variants. (Source BMW M Registry).  More ...
    • Curved dual exhaust tips, complete M-Technic II aero package, shadowline window trim, front airdam, tachometer with integrated oil temperature gauge, Curved dual exhaust tips, complete M-Technic II aero package, shadowline window trim, front airdam, tachometer with integrated oil temperature gauge, power mirrors, central locking, power front windows, map lights in the rear view mirror, three-spoke alcantara-wrapped M-Technic steering wheel, leather shift knob, air conditioning, interior headlight adjustment, digital clock with outside temperature display, on-board computer, rear sunshade, leather upholstery.  More ...
    • EXTERIOR This stunning example is finished in Brilliant Red, (Paint Code 308), and retains the factory finish and deep gloss of a pampered, garaged caEXTERIOR
      This stunning example is finished in Brilliant Red, (Paint Code 308), and retains the factory finish and deep gloss of a pampered, garaged car. The front airdam was painted in September 2009 due to the owners quest for perfection. One microscopic mark is evident on the rear bumper and O/S/F door edge. There is no colour fade but a tiny ding can be seen on the O/S/R panel and a touched in mark on the N/S/R wheel arch. This example really is a show winner.

      A truly amazing E30 interior with no wear or damage. The optional Black Leather is soft, supportive and has no scuffs or creases. All the carpets have been protected by genuine BMW velour mats from new which themselves are clean and wear free. All the dials, vast array of gauges, computers and controls are functioning with accuracy and quality. A colour coded Sony stereo has been fitted and navigation disc. The anthracite headlining is tight. Simply stunning.

      A must drive for all car enthusiasts. This high revving S14 engine produces 192bhp, just 8bhp down on a regular M3. It has a four-valve head, individual throttle plates for each cylinder, machined intake and exhaust ports and a crankshaft with eight counterweights for smooth power delivery. Lift up the bonnet and the clean engine bay has an identical appearance to the unit found in the E30 M3 with the ‘BMW M Power’ inscription on its cam cover. A five speed manual close-ratio Getrag transmission with a dogleg shift pattern is a delight to use and again identical to a regular E30 M3.

      15-inch cross-spoke and bolted polished chrome wheels have a mirror shine but tiny blemishes can be seen. All shod in quality tyres. The 260mm vented disc brakes in the front 260mm solid disc brakes in the rear keep the cars performance safely under control.

      Manufactured in May 1990, (the final year of all E30 M3 production), this car was registered on the 21 June 1990 to the first of its two Italian owners. Kept within the Italian BMW Main Dealer Network with a full complement of service stamps up until 34,725 miles when it was imported in 2004 by a reputable company. Sold to the only UK owner, Mr Jefferies, the vehicle has now covered just 45,141 miles and has been maintained annually under his careful ownership.

      Presented with all handbooks including; Stamped Libretto Di Servizo, (Service Book), Uso E Manutenzione, (Owners Manual), BMW Italia Identity Card and BMW Service Dealer Network Booklet.

      A Thatcham Category 1 Alarm and Immobiliser has been installed and two original keys are included.

      The vehicle is HPi clear, recently serviced with 5 green lights on the service interval indicator and has 12 months MOT.

      A unique opportunity for the discerning BMW Motorsport enthusiast wanting an original, unmodified low mileage example for the exclusive collection.
        More ...
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    Black Magic? The M4 MotoGP car is rumoured to be the next GTS, so we thrashed one around a race track. The addition of some lights, trick suspension and a water injection system elevate the #BMW-M4-MotoGP Safety Car to another level and hints that the M4 GTS will be an absolute blast. Words: Kyle Fortune. Photography: BMW. The #BMW-M4-MotoGP-Safety-Car looks much like any other M4. Which is to say, pretty special.

    Big admission here: I hadn’t driven an #BMW-M4-F82 until a few weeks ago. Not by design, more circumstance, as colleagues got the chance to get in first, or diary clashes meant it had pretty much passed me by. That all changed with a phone call. The best kind of call. Would I like to go to Qatar to drive the M4 MotoGP Safety Car, powered by an experimental, water injected engine? Err, yes, sure, I’ll be up for that. Initial bravado quickly descended into concern, not least as a couple of colleagues mention to me that the M4 can be a tricky thing to drift for the camera. The prospect of driving a unique one, which would be needed to fulfil its safety car role (policing the world’s most exciting motorbike racing formula) within a few short hours, started to niggle. Add an unfamiliar circuit and no time in a regular M4 for comparison and things weren’t looking good. Still there are worse problems to have. BMW came up trumps loaning me a standard M4 Coupé for a couple of days beforehand. And how hard can a new circuit be?

    Qatar is a curious place, the Losail circuit even more so. Situated seemingly in the middle of nowhere – which in this part of the world means in the desert – the 3.3-mile ribbon of Tarmac, featuring 16 corners, is surrounded by artificial grass to help stop the sand taking over the track. It’s still dusty, so the first job of the day, after a brief introduction to the Safety Car’s usual driver Mike La Fuente, is to give the matte black and M-striped M4 a quick wash. Some rain and that dust has BMW’s Safety Car looking like an airport abandoned ex-pat’s exotic after a bounced cheque in nearby Dubai. La Fuente is naturally a bit cautious; who wouldn’t be giving over the keys to their regular ride? To a complete stranger, too, the day after an X5 M was bent by someone who really ought not to have been driving it. BMW’s MotoGP fleet is already slightly diminished, so La Fuente is understandably keen for it not to be more so.

    Four laps is La Fuente’s opening bid, but we get him up to five with some gentle arm-twisting: a couple of sighting and familiarisation laps following him, then three full solo laps. Adding to the pressure, La Fuente and the MotoGP racers are not the only people with an interest in it working later in the day, as BMW’s M Division boss Frank Van Meel is also here – and for good measure so is his predecessor Friedrich Nitschke. #BMW M’s association with MotoGP has run since 1999, and due to continue until at least 2020 – and it wouldn’t look good if its Safety Car wasn’t able to operate at the season opener.

    Still, there’s not much opportunity to dwell on all that with a limited window of track time, within which Uwe Fischer has got to find some time to point his camera at it, too. The external changes are immediately obvious. A matte black finish seems an odd choice for something that has ‘be visible’ in its job title. The tri-coloured M livery helps, but with the roof, headlights, additional front mounted grille lights and tail-lights all flashing like a fairground the paint colour’s not really an issue.

    Van Meel points out the carbon fibre front splitter, new sills and titanium exhaust which has had its central muffler removed to sound even more glorious. They’re M Performance Parts bits – as the none-too-subtle stickers testify. The options list has also added M’s carbon ceramic brakes, which, given its track role, is hardly surprising.

    There’s a unique rear wing too, the adjustable carbon fibre item described by Van Meel as: “MotoGP spec.” Otherwise, with the exception of the motorsport-style bonnet locks, the M4 MotoGP Safety Car looks much like any other M4. Which is to say, pretty special. Underneath there’s some KW coilover suspension replacing the standard setup and inside is more of the same, with some sensible additions and subtractions given its high-intensity, high-speed role. The standard front seats are binned in place of some superb lightweight Recaro buckets with six-point Schroth Racing belts. Those belts are attached to a half cage where the back seats should be and an extinguisher is mounted back there, too.

    The dash top screen has been covered with a fairly rudimentary M4 logoed panel, as otherwise it would interfere with the on-board camera’s view on race day. M Performance carbon trim, a race timer on the passenger side dash top and the additional switches for that supplementary lighting complete the alterations. It’s no lighter than the standard M4, admits Van Meel, as any weight taken out has been put back in again, while that light bar on the roof rather undoes any work BMW M’s people have done with the aerodynamics. Sure, more weight could come out of it he admits, but they’d have to start getting a bit more innovative.

    If you’re reading this and thinking the MotoGP M4 Safety Car specification reads a little bit like the E92 M3 GTS then you might be right. Rumours are rife that the Safety Car is basically an M4 GTS, hiding in plain sight in front of a global audience of around 150 million viewers. The E92 GTS had a pretty special engine and the MotoGP car has, too. There’s no increase in capacity, as performance gains are brought about by water injection. While it’s not a new idea (water injection systems were used on the Rolls-Royce Merlin engine in the Spitfire, while Tyrrell’s GP car was banned from using a similar system), Van Meel is astonished nobody else has explored it to any great extent in production cars.

    In forced induction engines like the M4’s 3.0-litre S55 unit, the water is injected into the plenum of the intake manifold as a fine spray at high loads when air sucked into the engine cannot be cooled to the ambient temperature. That water vaporises, significantly cooling the intake, reducing the compression temperature and the engine’s tendency to knock. All that allows the turbos to run at higher pressure and with earlier injection and spark timing.

    The benefits are plentiful, with not just power and torque increasing, but economy improving, too. That’s improved consumption within the parameters of a high-revving performance unit, but the technology can be used in less extreme engines with similar benefits. It’s simple to install too: the MotoGP car has a five-litre bottle and pump in the boot, with water lines running up to engine where it’s needed. Van Meel says that, cost-wise, it’s negligible; similar, say, to the AdBlue systems some modern diesel engines use, while it would need filling every fifth tank of fuel or so with heavy use – less frequently if you’re less heavy footed. M uses distilled water, as tap water could cause issues with mineral sediments in hard water. Simple yet hugely beneficial, it’s little wonder both the engineering teams from i and BMW’s regular series production cars are banging on M division’s door for more information.

    Officially, BMW is quoting gains of around eight per cent, though Van Meel suggests that’s fairly conservative. He quietly admits that the actual peak output might be so improved as to start with a ‘5’. In standard form the M Power Turbo 3.0-litre in-line six with its two mono-scroll turbochargers develops 431hp, making the gains, if Van Meel’s right, around 17 per cent. The M boss claims are still, he says, unconfirmed, difficult as it is to believe, but the people at M are saying it’s not been properly bench tested. I’m pretty sure that’s good-old fashioned corporate subterfuge, but as they’re giving me the keys to try it myself I’m not about to argue.

    LaFuente runs through the cockpit. Press the M1 button once, then another time to confirm and it’s got your back. Just. “It won’t add power if it starts sliding and you ask for it, but it’ll still spin up its wheels in third in the dry,” he says. Oh good. Press M2 (LaFuente’s preferred setting in anything but the wet), and you’re on your own. Completely.

    Three sighting laps behind LaFuente driving an obviously uncomfortable X5, follows. That’s sighting in the racing driver sense, which means the X5 out front is being driven like it’s stolen. Nonetheless, the M4 behind barely breaks sweat. There’s traction everywhere yes, but that aside it’s obvious after the first turn of the wheel that this is a very different feeling M4 to the standard car. That’s not initially related to the engine either (even if it is determined to smoke up the rear tyres at any opportunity), but its steering. The wheel is familiar, but its response is so much sweeter. The M4’s nose is keener than ever to turn in and the immediacy at the wheel is incredible. The feel – even on the glass smooth Tarmac of Qatar’s Losail International circuit – is notably improved. The steering itself hasn’t actually changed, so the difference must be down to that revised KW suspension set up.

    Sweeter as its steering may be, you barely need the wheel; it’s more a corrective device than directional. The M4’s rear is so mobile, so keen to break traction and slide that it’s more readily steered with your right foot, though that M1 setting does as La Fuente suggests and keeps it sensible. With the X5 peeling off into the pit lane it’s all but impossible not to press that M2 button, leaving me with about 6.6 miles to enjoy and explore the M4’s engine tech and revised chassis. The water injection system doesn’t get working until you are pulling 5500rpm, after which the chase to the 7600rpm redline never quells in its intensity.

    Despite claims that nothing’s been done below the point the water injection system is doing its thing; the response feels more natural and less prickly. So more ferocity above, yet more benign and linear at the same time. It’s a curious and beguiling mix; transformative too, making the M4 so much friendlier to drive. Grasped by those massive Schroth race harnesses and pulled tightly into the Recaro seats there’s obviously a greater physical connection with the M4, but that alone doesn’t account for its changed character.

    Everything off, the MotoGP M4 is just an hilarious circa 500hp smoke machine. It leaves more rubber lying around than a specialist dominatrix, yet is friendly enough that you don’t need a safe word. Plenty of Tarmac and masses of run-off ups the bravery to the point where the M4 is rarely ever going forward without some angle of slip. It’s possible to keep it neat and tidy, but it’s just so much fun when you don’t – and LaFuente is an absolute hero for doing so with a pack of MotoGP bikes chasing him down.

    The all too brief session is over; the engine technology clearly does as M’s people say, though the other changes are arguably just as useful. If the M4 MotoGP Safety Car really is the template for an M4 GTS then sign us up. Van Meel is saying nothing about the GTS, though he does admit that water injection will feature soon on a “special car”. If it’s half as special as the matte black, lights and stickered lunatic motorcyclist racer policing M4 then get your order in now.

    Everything off, the #MotoGP M4 is just an hilarious circa 500hp smoke machine.

    Other than the lights and the black and tri-colour wrap the M4 looks relatively standard from the front although the carbon fibre rear spoiler significantly changes the rear look.

    To go with the safety car theme the #BMW-M4 features a set of #Recaro race seats, Schroth harnesses and a half cage set up.

    The M4’s nose is keener than ever to turn in and the immediacy at the wheel is incredible.

    The water injections system officially gives an extra eight per cent power… in reality output could be up to 500hp.

    Interior of the M4 has been treated to a selection of BMW #BMW-M-Performance accessories plus a few bespoke safety essentials. Water injection system is mounted below the boot floor.

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    Very authentical #Citroen-CX2200-Super #1975 first series for sale - best condition ever price 16,500 EUR

    As Peugeot Citroën #1974 company took was to develop the legendary #Citroen-CX , as successor to the classic #Citroen DS, just completed and the car ready for the launch. As a successor to the DS had the car, although it lifted out similar to the DS from the ground, hard at first. As the annual production but in 1975 the 100,000 passed, it was clear that the car has been accepted in the market as a worthy successor to the DS. In the last two / three years, we observe a sharp increase of interest and we are sure that these cars are include in the very near future to the coveted classic cars. The abbreviation CX describes in French the drag coefficient, so the drag coefficient and since this car was one of the first, which was significantly developed in the wind tunnel, Citroën used the abbreviation same as model name. The design comes from Robert Opron and has contradicted similar to the DS, set new standards. Until 1991 1.170.645 copies were produced and during this time there have been several facelifts. Since the first visual changes have already been introduced in 1975, the original design of Robert Opron became more and more diluted.

    This vehicle has our CEO personally discovered in a collectible south of Lyon and secured for us. It is a sensation because it is a very early car and it is completely untouched. The mileage is only 29,206 km. The car was only the first move and then put away years. The entire state is original and the car was, never repainted to the black-painted door mirrors. The edges of the bodywork and the bumpers are bump-free, something you will hardly ever in France. The car is to drive almost too good and we really want to give only a lover or a lover who or who appreciates the unique condition. We can hardly imagine ever again find such an early and original CX. Our price is for the car as it is, without any changes and without major investigation and H-appraisals. Includes a gentle work-up, HU and H-appraisals, we can offer the car for 19.000 €. A CX as the original design by Robert Opron.

    Contact 10553 Berlin, Germany

    +49 (0)30 33778362
    +49 (0)30 33778874
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    PaulDoherty joined the group Citroen CX owners and fan Club
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    1938 #Bugatti-Type-57C Cabriolet enjoying the Florida sun in an Art Deco classic. Style & substance. While visiting Florida’s Amelia Island Concours, Robert Coucher takes time out to try a very special Bugatti. Photography Dirk de Jager.

    Who, in the 1930s, would offer an elegant four-seater cabriolet powered by a supercharged, eight-cylinder, double-overhead-cam engine, with Grand Prix racing pedigree? Such excess at a time when the world was attempting to recover from the Great Depression and just about to go to war again. But Bugatti was no ordinary car manufacturer - it had a single-minded history of exotic engineering wrapped up in artistry.

    Yet even Bugatti was in a bit of a mess come the end of the 1920s. The company was producing an eclectic range of exotic and massively expensive motor cars. The ludicrously huge 12,763cc Type 41, known as the Royale, was a flop after Ettore Bugatti managed to shift only three examples and he was then diverted into building the Autorail Automotrice Rapide rail car for the ETAT railway company.

    Ettore's eldest son, Gianroberto Carlo Rembrandt Bugatti, known as Jean, was probably not as talented as his father when it came to artistic skill. Yet Jean was certainly his equal as an engineer and is recognised as saving the company with the Type 57, regarded as one of the best Bugatti models. Jean died in a car crash on 11 August 1939 behind the wheel of the winning Le Mans Bugatti, at only 30 years of age. He is credited with the Bugatti wins at Le Mans in 1937 and 1939 and some say the Bugatti era died with him.

    Until 1932 Bugatti was constructing seven different models of motor car, but the economic crash of 1929 put an end to that. Jean Bugatti launched the #Bugatti-Type-57 at the 1934 Paris Salon de l'Automobile. The plan was for various specifications: the Type 57, 57S - S denoting surbaisse or lowered chassis; 57C denoting compressor, and 57SC being the most sporting.

    Under Jean's influence Molsheim managed to modernise its automobile production programme and the Type 57 was the result: a sophisticated and fast road tourer, not a thinly disguised racing car, but nor was it a chauffer-driven limousine like the Royale or Type 46 that had preceded it. As the first example of an owner-driver automobile for more straitened times, if you will, the thinking behind the Type 57 was that the owner could take advantage of France's fast and open roads and enjoy such drives as Paris to Monaco in 12 hours.

    The example you see here, chassis number 57748, is a Third Series 57C - known as a Stelvio because of its open four-seater coachworkby Gangloff. The magnificent engine is a robust, supercharged 3.3-litre straight-eight with gear-drive double overhead camshafts fed by a Stromberg carburettor, developing 160bhp. It has an optional Cotal four-speed pre-selector gearbox and, being a late-series 57, its engine is rubber-mounted for smoothness. Furthermore, the Bugatti benefits from hydraulically operated drum brakes and a stiffer chassis. But as part of cost-cutting exercises, the 57 does without the previous, expensive #Bugatti alloy wheels with integrated drums and instead features centre-mounted Rudge Whitworth wire wheels.

    This Type 57C enjoyed long ownership with collector and Bugatti historian Miles Coverdale of Long Island. He acquired the Bugatti in the early 1960s and kept it until his death in 2000. The 57C was in his ownership for four decades, along with a number of other Bugatti models, and it certainly looks like it has led a gentle life.

    Impeccably finished in tasteful dark blue with a dark blue cabriolet hood, the 57C is a classic expression of pur sang. With its steeply raked one-piece windscreen, faired-in front headlamps and teardrop wings, the Bugatti is both elegant and rakish - a combination that's difficult to achieve with open four-seaters. With its hood folded the car appears clean, with all material stowed under the tonneau cover. Erected, the hood adds to the Bugatti's elegance, again a very difficult feat with a soft- top. The traditionally horse-shoe shaped radiator, vented front bumpers - which allow the twin horns full vocal expression - and a sporting exhaust pipe allude to the Bugatti ethos of speed and handling.

    We find ourselves on the deserted South Fletcher Avenue in Fernandina Beach, which is the old part of Amelia Island, Florida, away from the smart hotels in the Island Plantation development. This being the weekend of the Amelia Island Concours, many elegant motor cars are seen out and about but this Bugatti with its flashing chrome wire wheels looks the most striking against the quiet and slightly faded backdrop of the island. It's an Art Deco-styled machine that deserves a suitably 'Deco location, which we find with The Surf restaurant situated along the beachfront.

    The Bugatti has well-stuffed front seats, a dashboard filled with Jaeger instruments and a beautiful wood- rimmed, four-spoke steering wheel mounted high. The driving position is sit-up-and-beg and that big wheel is close. Slide the protruding ignition lever to retard, increase the revs on the idle lever a tad and twist then push the centrally mounted starter key: a deep, slow- building whirr comes out from under the floorboards as the starter motor engages and ignites the straight-eight.

    This supercharged, double-overhead-cam, wet-sump 3.3-litre immediately lets its Grand Prix bloodline be known: it sounds deep, powerful and vigorous. Now it's time to deal with the Cotal pre-selector gearbox. There's a floor-mounted lever that you push forward to select the forward gear (neutral is central; pull it back for reverse). Depress the floor pedal (in the conventional position, with brake centre and accelerator to the right), then move the little column-mounted Cotal lever up and into first gear, ease off the clutch and away it goes.

    This is a 'self-changing' pre-selector; as soon as you snick the little lever the gearbox selects the next gear immediately without the need for the foot pedal. Once you get the action into your head, the gearshifts are fast and far superior to the more usual, non-synchro 'boxes of the time. It really is a cinch to use.

    The big eight-cylinder engine has dollops of torque and sounds busy, but then you realise it will rev all the way to 5000rpm, which is amazing for a car of this vintage. The steering response is sharp and immediate and the drums are strong and inspire confidence. Suspension damping can be adjusted via the knurled Bakelite knobs mounted next to the steering column.

    The Gangloff coachwork has clearly been inspired by the ideal of comfortable and elegant touring. But the chassis and dynamic responses of the supercharged Bugatti remain very, very sporting. That's not to say the car is highly strung. On the contrary, it's torquey and docile at low speed. But the engine wants to rev and the ability of the chassis allows you to savour its urge.

    As the revs rise (and rise), you can feel the Bugatti start to tingle - the straight-eight's vitality fizzes through the chassis and up through your feet to your fingertips via the steering wheel, and the roar from the exhaust is intoxicating. The Bugatti bellows with intent so there's no real need to resort to using those twin horns mounted in the front bumpers - everyone can hear you coming!

    THANKS TO Bonhams auctioneers,
    This Bugatti will be for sale at the Bonhams Greenwich Concours d’Elegance Auction, USA, on 31 May.

    Above. The Bugatti’s stylised Art Deco elegance is most at home beside the ocean in Florida’s Amelia Island, which offers the architecture to match.

    'This being the weekend of the Amelia Island Concours, many elegant ears are out and about but this Bugatti looks the most striking’

    The #1938 #Bugatti-Type-57C-Cabriolet
    ENGINE 3257cc straight-eight, DOHC, #Stromberg updraught carburettor, #Roots-supercharger
    POWER 160bhp @ 5000rpm
    TORQUE 180lbft @3500rpm
    TRANSMISSION Four-speed Cotal pre-selector, rear-wheel drive
    STEERING Worm and wheel
    Front: beam axle, semi-elliptic leaf springs, Telecontrol dampers.
    Rear: live axle, reverse quarter-elliptic leaf springs, Telecontrol dampers.
    BRAKES Hydraulic drums
    WEIGHT 1750kg
    Top speed 105mph
    0-62mph 13sec
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