BMW M3 E36 2nd Generation 1994-1999 Review

Unlike its European counterpart, the US-market BMW M3 went through its lifecycle without cosmetic alterations along the way.

Unlike Euro-spec E36 M3s, the US-market BMW M3 features the same frontal styling in all model years.

Just as it is in front, so it is at the rear: E36 M3s sold in America remained unchanged across their lifespan, so there's nothing in their rear-end appearance to set different model years apart.

For all intents and purposes, the side views of a US-spec E36 M3 sedan, coupe or convertible are identical to the pre-facelift Euro M3s, with the same side-skirt design, but with a selection of different wheel designs. The various wheels are available across most model years as customer-selectable items, however, and cannot be used to identify different model years.

US-market cars remain unchanged in the side view too, because they didn't receive the white indicator lenses with which the 1996+ European M3 were blessed. The same applies to body styles, which retain a choice between sedan and coupe from 1994 to 1998, gaining a convertible derivative for 1998, and losing the sedan variant for its final year in 1999.

While various decor packages offer buyers some personalization options in their E36 BMW M3s, the design inside the cabin is unaffected by any cosmetic changes. In short, there's no way to tell the different model year E36 M3s apart on the inside.

The E36-generation M3 was available in the USA with two related engines. 1994 and 1995 models used a 3.0-liter naturally aspirated inline six-cylinder engine with 24 valves and variable valve timing on the intake cam (Vanos), which was upgraded to a 3.2-liter displacement towards the end of 1996. Despite their dimensional similarities to European-specification M3 engines, these US-specific power units are more closely related to the M50 and M52 engines as used in lesser 3 Series models.

Initially, the US market was available only with a five-speed manual, but a five-speed torque-converter automatic transmission was added as an option soon after launch. However, when the European cars were upgraded to 3.2-liter power, they also moved to a six-speed manual, while US-market cars retained the old five-speed unit as standard throughout its production run.

The E36 BMW dates from the era before widespread internet access, so there hasn't been any opportunity for drivers to give feedback to the EPA regarding their fuel consumption in normal driving.

* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.

NHTSA碰撞试验E36宝马了,但是不是的M3 specifically. However, seeing as the M3 is derived from the basic E36 platform, the test results for the E36 328i coupe and sedan apply to the equivalent M3s as well. Note that this test was still performed under the pre-2011 test protocol, so its results cannot be directly compared to vehicles that were tested after 2011. BMW E36 convertibles were never crash tested, so these ratings only apply to the sedan and coupe derivatives.

For its era, the hard-roofed BMW E36 showed decent results in crash testing, with both front occupants receiving four-star protection in frontal crash testing. There are unfortunately no side-impact or rollover protection ratings for this vehicle, though, because they didn't perform these tests all those years ago. However, keep in mind that crash safety advanced in leaps and bounds over the past decades, so in modern terms, the E36 BMW won't be classified as a safe car.

The 1994-1999 BMW M3 did have the required safety features for its era, however, with dual front airbags with seatbelt pretensioners, anti-lock four-wheel disc brakes, halogen headlights, and a high-mounted stoplight all included at launch. Stability control joined the party when the 3.2-liter M3 arrived in 1996, and front-side airbags were added across the BMW E36 range from late-1997.

In keeping with its positioning as the top-level BMW 3 Series, the E36 M3 came equipped with most of its era's must-have features as standard. Electric windows with one-touch operation in front were fitted as standard, along with power door locks and exterior mirrors, manual air-conditioning, power steering, a manually tilting steering column (with reach adjustment added only from 1995), and a rudimentary audio system. The first batch of USDM M3s used tire sizes of 235/40R17 on Style 22 alloy wheels, while 1996+ examples used staggered tire sizes of 225/45R17 in front and 245/40R17 at the rear, on either Style 39 or Style 23 alloy wheels.

And, while there weren't significant updates to the US-market M3 through the years, niceties like full-leather trim, Harman Kardon audio systems, cruise control, a sunroof, powered and heated front seats, and electronic climate control appeared later in its run, either as optional extras or as newly added standard features, such as the climate control which arrived for 2018.

BMW offered only one special edition of the E36 M3 in the US market:

• 1995 BMW M3 Lightweight. As its name suggests, the M3 Lightweight was created to be as light as possible to improve its competitiveness in sports car racing. Based on the M3 coupe, around 200 pounds were saved by making the door skins of aluminum, eliminating most of the sound deadening, and removing the radio, air-conditioner, sunroof, and tool kit. Acceleration was further improved by fitting a shorter differential ratio, and the handling benefited from European-specification suspension tuning. An estimated 125 M3 Lightweights were created in 1995, and these models are now highly sought-after collector's pieces.

The BMW E36's interior was considered very forward-looking in its era, with an ergonomic design which remained true to the BMW ethos of a cockpit-like ambiance. It looks antiquated when seen through a modern lens, though, because anachronistic features like the center console-mounted window switches are seldom seen these days.

And, while the interior quality was fairly good for its era, time hasn't been kind to the E36's interior materials. Dashboards can crack, the door card trims and roof linings are prone to sag, and various plastic trim pieces are now likely to be discolored as well. This is unlikely to deter a committed enthusiast, who will either let it be or spend a small fortune to refurbish the decades-old plastic bits.

No BMW E36 body style would be considered particularly spacious by modern standards, but one is slightly better than the others. The sedan, which was available from 1994 to 1998, is the most practical of the lot, with 38.1 inches of front headroom against the coupe's 37.8 inches, and front legroom of 41.4 inches eclipsing the coupe's 41.2 inches.

The E36 coupe's biggest downside is in its rear seating area, where the sedan betters it by almost an inch on headroom and a good two inches on legroom. The E36 BMW M3 sedan seals the practicality comparison by virtue of its (slightly) larger trunk, offering 10.7 cu. ft. of cargo space against the coupe's 9.2 cu. ft. The convertible is as confined as the coupe in front, has less rear-seat space, and has an even smaller trunk.

Seeing as the US-market BMW M3 E36 was derived from the normal 3 Series, and because its mechanical bits are close to those you will find in normal 3 Series with an inline six, it's logical that its maintenance requirements will mirror those of the regular BMW 3 Series as well. In contrast to the Euro-spec M3, the S50B30US and S52 engines aren't prone to the typical M-engine-specific failure points, such as con-rod bearing failures and the like.

宝马公司推荐的机油和过滤器的变化y 15,000 miles for the USDM M3, but we'd shorten that to every 10,000 miles with a BMW-approved oil type in normal use and every 5,000 miles if your car regularly does race track work or operate in freezing or dusty conditions. Spark plugs are supposed to last 15,000 miles, when a valve-adjustment job should also be due.

Manual transmission fluid should be good for at least 60,000 miles, but the limited-slip diff fitted to all M3s, as well as the optional five-speed automatic transmission, should have their fluids changed every 30,000 miles - it's possible to use the transmission fluid for a longer interval, but that ZF 5HP18 gearbox will definitely last much longer with shortened fluid change intervals, minimizing the risk of BMW E36 M3 transmission problems.

By the same token, the limited-slip differential needs a steady supply of quality oil to perform at its best. If the lubrication of these components is kept up to date, you're unlikely to experience BMW E36 M3 gearbox problems.

The engine air filter is also scheduled to be replaced every 30,000 miles, and unless the car is operated in dusty conditions, that service interval will suffice. Meanwhile, owners recommend that the cabin air filter be replaced at the latest every two years. Brake-fluid replacement is necessary every two years or 30,000 miles, along with the power-steering fluid.

With the S50B30US and S52 engines being very closely related, their service parts are interchangeable, so this basic service information applies to both 3.0-liter and 3.2-liter US-market M3s. Oil capacity is rated at 6.9 quarts of BMW-approved synthetic oil, and should cost between $84 and $105 for oil, with the oil filter costing between $13 and $18. An OEM engine air filter will set you back approximately $23, and a set of spark plugs retails at around $72.

There were a few notable 1994-1999 BMW M3 recalls, starting with a rather serious problem in its body structure. This applies to all 1994 and 1995 3 Series cars with an automatic gearbox, which needed additional structural reinforcement and modifications to the steering column, to bring these cars' passenger protection up to standard. The second recall involves the brake-light switch on 1995-model M3s, which may either not work at all, or stay on all the time, with an obvious safety risk.

Next up on the recall list was the cruise control's operating cable on 1995-1997 BMW M3s, which may cause the throttle to remain partly open upon cruise-control disengagement, once again posing a safety hazard. There was also a recall for 1994 and 1995 BMW M3 radiator filler caps, which could increase the coolant system pressure to the point where other components in the cooling system could fail. This solution is simple and entails replacing the radiator cap with one of an updated design.

1997-1999 E36 BMW M3s are subject to another safety-related recall, due to their side airbags being too sensitive to road shocks, and could deploy inadvertently. A quick reprogramming of the body control unit will quickly sort out this problem. This is the only reported BMW E36 airbag recall, however.

Due mainly to the advancing age of these cars, some odd 1994-1999 BMW M3 E36 problems may rear their heads at some point.

一些业主报告E36 B起动问题MW M3s, but this is usually down to wear and tear. One of the failure modes at play is the starter switch itself, which may not send power to the starter solenoid as demanded, while other owners see a correlation between low battery voltage and starting issues. Finally, worn carbon brushes in the starter are also a frequent culprit, but in most of these cases, removing, renovating, or replacing the starter is the only solution.

Sunroof issues also get mentioned, with various problems ranging from motor failure, a broken internal mechanism, or blocked sunroof tray drains causing BMW E36 M3 sunroof problems. Rattles around the sunroof are also quite common, and to fix that, the interior roof lining must be removed for access.

Some BMW E36 M3 electric window problems are also known to occur, with the causes ranging from faulty switches to the glass guide rails inside the door coming loose. The internal window mechanism could also be worn out, causing excessive play in the window mountings. The remedy depends on the specific failure mode, and may not always fall within the scope of a home mechanic.

Reports of BMW E36 fuel-pump and fuel-pump relay problems are not uncommon, but these are usually just due to old age or a blocked filter. BMW M3 E36 air-conditioning problems may also appear and are usually due to leaks in the rubber refrigerant hoses or the air-conditioning pump itself.

There are some reports about BMW E36 M3 instrument-cluster problems, and they mostly relate to the trip computer's display losing pixels over time. This is caused by defects in the ribbon cable which connects the dot-matrix display to the controlling circuit board and can surface at any time.

BMW E36 M3 door- and trunk-lock problems have been reported, as well as BMW E36 central-locking problems, either due to plastic parts in the system failing or from wear of the door-lock barrels. A good locksmith will be able to solve these problems if they are related to the lock barrels, while the plastic parts in the door-lock mechanisms are available from BMW at reasonable prices.

On the positive side, very few BMW E36 M3 ABS and brake problems occur. The same applies to potential BMW M3 E36 electrical problems with the alarm, immobilizer, and other electrical components are also surprisingly scarce, considering the complexity of these cars in their era.

如此漂亮的佳人在你哈ir, opting for an E36 BMW M3 Convertible is probably the worst choice you could make in this vehicle's model range. Not only does its extra weight blunt the performance and handling, but the convertibles have turned creaky and wallowy long ago. This variant isn't the best choice or best value in an E36 M3, but it does justify the presence of an automatic gearbox. If you want a cruiser, go ahead and get an M3 convertible with an automatic transmission, but if you enjoy driving, better steer clear of this model.

The chances of finding an M3 Lightweight at a reasonable price is next to zero, which leaves a late-model (1998 or 1999) manual coupe as the most desirable option: It will have some safety upgrades and nicer interior features than an earlier example. If you need some practicality to go with it, a 1998-vintage sedan with a manual transmission and some nice options will serve you well, because that was the last year of sedan availability. But, whichever E36 M3 you choose, know that it's a thoroughbred car that will need thoroughbred attention over time.

While an E36 M3 is still great fun to drive after more than two decades, their age dictates that they now need owners who are willing to either spend a lot of money on their upkeep, or a level of DIY skills few owners possess. The basic package was solid in its day, but age did show some weaknesses, which will only become more apparent in future. This is a collector's item now, and any good-condition survivors will need a firm hand to keep them in prime condition. The days of second-generation BMW M3s being serious M-car bargains are over, and finally allows nostalgia to shine a flattering light on this landmark model.