S14.net withdrawals....

[Luis325]

Anyone know when it will be back up???

[Teaguer]

Anyone know when it will be back up???

It won't. Magnus is tired of dealing with so many people with swapped e30 m3's.
He's going to start a new site called S50.net.

[Teaguer]

Someone just bumped a 6 year old thread. And you can reply to it...but not to any other threads.
Weird.

Hope this is not a sign of whats to come. :(

[Luis325]

You serious??? ^

[vmwerks]

lets use that thread to move this conversation to.... it's not fair I bought mine already ravaged. I also went out and bought a complete s14 swap for it too...

[valleymotorwerks]

Something to read while it's down (edited for spelling only)

E30 M3
The first-generation M3 was created out of the successful E30 3-series models which were intro¬duced in November 1982. As a sporting machine, it was based on the original two-door body shell rather than on the heavier four-door type. The M3 was displayed in prototype form at the Frankfurt Show in September 1985, but did not go on sale for another year. The first production M3s were built in September 1986 and the final M3 saloons in December 1990.
Customer demand led to the introduction of a cabriolet version of the M3 in May 1988, and this remained in production until July 1991, albeit with a 10-month hiatus in 1989-90. There were 17,970 of these first-generation M3s altogether, of which 17,184 were saloons and 786 were cabriolets.
In order to homologate the M3 for Group A Touring car races, BMW were obliged to build 5000 examples of the car. These production volumes were too high for assembly to be carried out at BMW Motorsport's Garching factory, so the cars were batch produced at BMW's main Munich assembly plant. However, the M3 saloons were not line built in the same way as other E30s. Instead, special teams worked on sub-assemblies such as the engine, and these sub-assemblies were then taken to the moving assembly line to be fitted to the cars. By contrast, the smaller-volume M3 cabriolets were hand finished at the Garching factory.
All the M3s were built with left-hand drive because demand from countries which took right-hand drive was expected to be insufficient to justify the cost of developing a right hand drive version of the car. In practice, demand from right hand drive markets - especially Britain - was so strong that BMW decided to build the subsequent E36 M3 with both right-hand and left-hand drive.
These cars all had a special Supplementary Handbook when new, a multi-lingual publication which gave essential information about those items on the car which differed from the standard E30 types.
In this chapter, the main body of information focuses on the M3 saloons. Unique features of the cabriolets are given separately.

Body & Body Trim
The body shell of the M3 saloon is essentially that of the two-door E30, but there are many impor¬tant differences. The need to homologate ele¬ments of the Group A Touring Car racers through the production cars led to some fundamental sheet metal changes. Of the major panels, only one - the bonnet - is actually shared with the standard production E30 saloons.
The basic M3 body shell is not interchangeable with the standard E30 type. The M3 shell has some structural changes to allow a full roll cage to be fitted for competition use (although the pro¬duction cars do not, of course, have one as stan¬dard). Its rear window is also raked differently from the standard E30 type, to direct the airflow more positively towards the rear spoiler needed to give extra down force at racing speeds. Both the windscreen and special rear window are bonded to the body rather than rubber-glazed.
Starting at the front of the car, the deep front spoiler which incorporates twin fog lamps is unique to the M3. It is manufactured from SMC plastic, a form of GRP. A flap on the right-hand side of the spoiler conceals a towing eye. Note that there are differences here between the standard cars and some of the special-edition models (see below).
The four wing panels, flared to accommodate wider wheels and tires, are made of steel. The everted side sills are further unique M3 items. The boot lid is again found only on the M3, and sits noticeably higher than the standard type, its trail¬ing edge hanging slightly over the car's rear panel. The purpose of this is to give the car more of a wedge shape in order to improve aerodynamics. The full-width spoiler is mounted on top of the boot lid's trailing edge.
Below the rear panel, the M3 also has a unique GRP apron, which wraps around the sides of the car and has everted lower edges for airflow management. A cut-out on its right-hand side makes room for a towing and lashing eye, and a cut-out on its left lower edge frames the twin exhaust pipes.
The slatted front grille is made of black plastic and is identical to the standard E30 type. Between the frame of the centre section and the left-hand inner headlamp (i.e. on the right of the grille as viewed from the front of the car) is a chromed metal M3 badge. The three colored stripes of the Motorsport logo are located alongside the M. There is a second M3 badge on the right-hand side of the boot lid. The bonnet and boot lid both carry enameled BMW roundels.
The radio aerial is normally a black angled type, mounted to the roof above the middle of the windscreen. The body glass is tinted.

Interior
The standard upholstery is cloth, but leather was available as an option (see below). Early and late types of cloth upholstery differ. The first M3s had the seat centre panels in a grey houndstooth check, while 1990 and later models have grey cloth with a tartan-like pattern. Pleating always ran from side to side of the centre panels. Both early and late cars with standard upholstery have the side bolsters of the seats upholstered in plain grey cloth, while the sides of the seats are finished in PVC which is a slightly darker grey than the centre panels.
The front seats were made by Recaro and were never available with electric adjustment. They have separately adjustable thigh bolsters, and a plastic release catch mounted high up on their outboard edges allows the backrests to tip forward to give access to the rear seat. This is a bench type, shaped to accommodate two passengers.
On cars with standard upholstery, the door cards are trimmed in a combination of dark grey cloth and black PVC. The cloth covers the central panel and the PVC is used for the outer edges and the combined armrest and door pull. Early cars have circular blanking plugs, trimmed to match the central cloth panel, to fill the spaces where manual window winders would have been fitted. From the beginning of the 1990 season approximately, the door trims on car fitted with the optional electric windows have no cut-outs for manual winders. The driver's side armrest on the door trim card contains a control for the standard electrically-adjusted mirrors.
Sill plates were made of black plastic on standard saloons. Evo models and cabriolets have a different type (see below). The fitted floor carpets were protected by mats front and rear, secured to the floor by plastic turnbuckles.
All E30 M3s have a Check Control panel mounted to the windscreen header rail directly above the rear view mirror. On later cars, proba¬bly beginning with the 1989 models, the rear view mirror incorporates twin map-reading lights. This mirror was first seen on the Evolution II models in spring 1988 (see below).

Instruments & Controls
The basic design of the black plastic fascia is stan¬dard E30, with a central panel angled towards the driver, and the main dials cowled in an angular binnacle. There is an adjustable air vent at each end of the fascia, and two more are located in the fascia above the angled centre panel.
The centre panel joins a transmission tunnel console with a small parcels tray at its front edge. Behind this are a cigarette lighter and ashtray. The centre section of the console contains the gear lever, and there are rocker switches alongside this. On the left-hand side, the rocker switch operates the driver's side electric window, and the corre¬sponding switch on the right operates the passen¬ger's side window. The rearmost section of the centre console is home to the handbrake, which is offset to the driver's side.
The passenger's side glove box contains a small torch which is kept permanently charged by the car's electrical system.
Two types of steering wheel were used on M3 saloons. Both are flat three-spoke types, with a BMW roundel on the hub and a leather-covered rim. The earlier wheel was used up to the summer of 1989 and the later wheel on 1990 and 1991 models. The earlier steering wheel has a thumb-pad with a 'pimpled' texture at the outer end of each horizontal spoke. At the bottom of the third (vertical) spoke is a Motorsport tricolor flash. The later steering wheel does not have the tex¬tured thumb pads, and its vertical spoke carries an 'M' logo in place of the tricolor flash.
The instrument panel has two large dials in the centre and a smaller dial on each side. All the instruments are made by VDO, and have white markings with red needles. The left-hand large dial is a 260km/h speedometer (replaced by a 160mph type in the USA, UK and certain other countries), and the one on the right an 8OOOrpm rev counter, with an oil temperature gauge inset into its lower end. The rev counter is redlined from 7000 to 8OOOrpm, but the car's handbook states that the maximum permissible continuous engine speed is 6900rpm.
The smaller dial on the left is the fuel gauge and on the right a water temperature gauge. Between the large dials at the top is a group of warning lights for the indicators and main beam, and between them at the bottom is a warning light for the Check Control system. This illuminates briefly when the engine is started (to indicate that the system is working) but otherwise illuminates only to draw attention to a warning indicated on the overhead Check Control panel. Directly above this warning light is a small Motorsport logo. When the cars were new, they carried a clear decal with the letters 'ABS' in orange above this logo. There is a further row of warning lights in a bar across the bottom of the instrument panel.
The gear lever has a leather-covered knob and a leather gaiter. Two types of knob were used: on early cars, it carries only an M logo, while on later models it carries the gate pattern.

Boot & Tools
The jack and wheel stud wrench are stored on the left-hand side of the boot in M3 saloons, where they are secured in position by a nut. The crank handle for the jack is stowed under the jack cover.

Engine
Even though the 93.4mm bore, 84mm stroke, and four-valve configuration of the M3 engine suggest that it is a four-cylinder version of the M88 Motor-sport six-cylinder, the two engines are in fact rather less closely related. The basis of the M3 engine is actually the cast iron four-cylinder block of the 1990cc M10 engine used in the 320i saloon of the period. A long-stroke crankshaft is fitted, and the block is bored out and fitted with a twin-camshaft, four-valve alloy cylinder head which follows the same design principles as the M88 six-cylinder. The block is canted over 30 degrees to the right, as in all the M10 engine installations for the E30 range.
The M3 engine was originally developed without an exhaust catalyst, but a version with the car was announced. Non-cat engines have 2OObhp (149kW) at 6750rpm and 1761b ft (239Nm) of torque at 4750rpm; those with the catalytic converter have 195bhp (145kW) and 1691b ft (229,7Nm) at the same engine speeds. All M3 engines came with an exhaust catalyst from 1989, when the outputs for all markets were revised to 215bhp (163.6kW) at 6750rpm and 1701b ft (230.9Nm) at 4600rpm.
The engine cam cover and the plenum chamber on all the standard M3 engines (195bhp, 200bhp and 215bhp types) are finished in matt black and the cam cover carries the legend 'BMW M Power' in raised letters, legible from the right-hand side of the car. The letters, the raised lines above and below them, and the seven further raised lines at the lower end of the rocker cover are all unpainted. Different finishes were used for some of the limited edition cars (see below).
The 215bhp engines have their cam cover and plenum chamber painted in the Motorsport colors, and the 220bhp engines used in the Evolution II models have yet another treatment (see below).

Fuel System
The fuel tank is located under the rear seat. It is a special 70-litre (15.3-gallon) type instead of the standard 55-litre (14.5-gallon) E30 type. US models (see below) have the standard 14-5-gallon tank.

Transmission
European M3 models have a Getrag close-ratio five-speed gearbox, featuring Borg Warner syn-chromesh on all gears and a gate pattern with the 'dog-leg' first gear associated with racing machin¬ery. Fifth gear is the direct top ratio, all the other four being indirects. The ratios are 3.72:1 (1), 2.40:1 (2), 1.77:1 (3), 1.26:1 (4) and 1.00:1 (5), and reverse is 4.23:1.
The M3's hydraulically-operated clutch is essentially the same as that of the other E30 models, but it has a special bonded lining.

Suspension, Steering & Brakes
The basic layout of the M3's suspension is the same as that of lesser E30 models. It consists of MacPherson struts at the front with an anti-roll bar, and semi-trailing arms with coil springs and an anti-roll bar at the rear.
However, the M3's suspension has a number of important differences from the standard E30 type. The stub axles are not from the E30 range at all but were taken from the E28 5-series saloons in order to provide larger wheel bearings. The geom¬etry of the front struts is unique to the M3, and the rear suspension trailing arms are differently angled (at 15 degrees) and have stiffer coil springs. All four wheels have twin-tube Boge gas dampers, and both front and rear anti-roll bars are thicker than the standard production items.
The steering is a power-assisted rack-and-pinion system with a 19.6:1 ratio, giving 3.6 turns of the wheel from lock to lock as compared to the 4-5 turns on other E30 models with power-assisted steering.
Like other E30s, the M3 has a braking system with twin hydraulic circuits and servo assistance. However, some elements of the M3's system are shared with the contemporary E28 5-series saloons. The rear discs are 282mm solid types found on all the E28s, while the front discs are 280mm ventilated items from the 535i model. A Bosch ABS system was optional on other E30 models after September 1986 and is standard on the M3; however, the M3's system is tuned uniquely to suit the car.

Wheels & Tires
The E28 hubs used on the M3 mean that this car has five-stud wheel fixings instead of the four-stud type found on other E30 models. The fixing nuts are concealed under a hexagonal hub cover. There were three different wheel and tyre combinations. Standard cars had BBS 7J x 15 H2 alloy wheels with 205/55 VR 15 or 205/55 R 15 M+S tires. Optional - and fitted as standard to Evolution II and Sport Evolution models (see below) - were BBS 7.5J x 16 H2 wheels of the same pattern, fitted with 225/45 VR 16 or 225/45 ZR 16 tires. Original-equipment tires were Pirelli P600s.

Electrics
The M3 uses a larger-capacity battery than that fitted to other E30 models, with a 65 amp-hour capacity. It is located in the standard E30 position inside the trunk. The M3's 90-amp, 1260-watt alternator also has a higher output than the standard E30 types.
The lighting system is the same as that of other E30 models, with paired headlamps and large single-unit rear lamps. The fog lights (when fitted) have a 55-watt H3 halogen bulb.
M3 Evolution
BMW campaigned the M3 actively in saloon-car racing, and therefore developed the car to keep it competitive during the late 1980s. EISA homologation regulations demanded that a minimum 500 of each major evolution of the design had to be built, and in order to achieve these numbers BMW marketed road-going versions of the racing machines. There were three 'Evolution' models of the M3, each sold in limited numbers alongside the standard cars. The first of these was simply known as the M3 Evolution, and a total of 505 examples were built between February and May 1987.
The engines in these cars are non-catalyst types, fitted with a different cylinder head and modified in other details. Power was quoted as the standard 2OObhp. Other special features of the M3 Evolution are a lightweight boot lid and modified front and rear spoilers which improve the car's aerodynamics at race-track speeds. The front air dam has a small splitter extension, while the boot lid spoiler has a small lip underneath the main wing. The front spoiler also has no fog lights, and the apertures for these are filled by air scoops designed to direct cooling air onto the front brakes.
These models also have special kick-plates on the door sills. These are made of silver plastic and carry a black strip with an 'M3' logo.

M3 Evolution II
The Evolution II is a much more distinctive car than the original M3 Evolution. There were 501 examples of it, built between March and May 1988. They were all finished in one of only three colors (Macao Blue, Nogaro Silver and Misano Red).
These cars have a revised engine, with 220bhp (164kW) at 6750rpm and 1811b ft (245.8Nm) at 4750rpm. It has special camshafts and pistons, a raised compression ratio of 11:1, and a re-chipped Motronic management system. The flywheel is also lightened and the engine has a different air intake tube. The cam cover and plenum chamber are finished in white instead of the standard black, and also carry the Motorsport tricolor. Evolution II engines can be identified by their 23-45-1 code number. The transmission is the same as that in the standard car, but there is a taller 3.15:1 final drive.
The Evolution II has the same front and rear spoilers as the earlier Evolution model, but this time made of lightweight material. Bumper sup¬ports and boot lid are also lightweight types, and there is lightweight glass in the rear screen and side windows. The windscreen has a graduated Lint An electric sunroof was standard equipment in the UK and possibly in some other markets.
The BBS alloy wheels have the same multi-spoke design as the standard type, but have a 16in instead of 15in diameter and a rim width of 7.5in instead of 7in. Standard original-equipment tires were Pirelli P700 225/45 ZR 16s.
All the Evolution II cars had unique grey upholstery with checked cloth wearing surfaces, leather side cushions and a Motorsport tricolor tag on the seat backs. The interior mirror con¬tained twin map reading lights. The steering wheel was the earlier type with a tricolor on the vertical spoke, and a BMW Bavaria cassette-radio was fitted. The sill plates carried M3 identifica¬tion and were the same as those on the earlier Evo¬lution models.
These cars have a limited-edition plaque attached by four cross-head screws to the vertical fascia panel ahead of the gear shift. This plate carries the car's number, in the form 215/500. Note that the plate reads '500', even though there were 501 cars.

M3 Sport Evolution
The third Evolution model was correctly known from the start as the M3 Sport Evolution, although some motor traders and even some enthusiasts call it an Evolution III. It was the most numerous of the Evolution models, with 600 built between Decem¬ber 1989 and March 1990. These were all painted in either Brilliant Red or Jet Black, in each case with contrasting bumper inserts. Red cars had black inserts, and black cars had red ones. The windscreen on all examples has a graduated tint. A total of 51 cars were imported to the UK.
The engine in these cars is a unique 2.5-litre type (coded 25-45-1), with a 2467cc capacity achieved by boring the block out to 95mm and fitting a long-stroke (87mm) crankshaft. Oil is sprayed onto the pistons from below to maintain adequate cooling. At the top end, a different 282-degree camshaft is fitted, together with bigger inlet valves and sodium-cooled exhaust valves. With a lowered 10.2:1 compression ratio and a three-way catalytic converter as standard, the 2.5-litre M3 engine develops 238bhp (177.5kW) at 7000rpm and I771b ft (240Nm) at 4750rpm. A unique cosmetic feature of these engines is that the ends of the spark plug leads are in red.
The 2.5-litre engine is heavier than the standard 2.3-litre type, and to compensate there is reduced weight elsewhere in the car. The Evolution Sport has lightweight front and rear bumpers, lightweight rear screen and side window glasses, and its fuel tank is the smaller 62-litre (13.6-gallon) type used in the 325i cabriolet. The map lights and grab handles found on the standard M3 of the time are also deleted from its interior.
There are additional flaps under the front air dam and on top of the rear spoiler. These are attached by Allen screws and can be re-positioned to give the appropriate degree of down-force for any racing circuit. Additional aerodynamic refinements are a rubber strip between bonnet and wings, rubber inserts in the headlamp and front grille mountings, and re-profiled vanes in the grille. The front suspension is also 10mm lower than standard, and the cars have widened wheel arches to suit the extra-wide tires used on the racing versions. The road-going M3 Sport Evolu¬tion, however, has the same 7.5x16 BBS multi-spoke alloys as the earlier Evolution II, this time fitted when new with Michelin MXX 225/45 ZR 16 tires. The spoke sections of the alloy wheels are painted Nogaro Silver.
The Sport Evolution also has special interior features. The steering wheel design is the later of the two types, with its rim covered in suede. Suede is also used on the handbrake grip, the illuminated gear knob and the driver's footrest. The front seats are a special sports type with wraparound wings at shoulder height and slots designed to receive racing harnesses. The cloth upholstery (leather was optional at extra cost) and door trims have a unique striped pattern, while the safety-belts have red webbing and there is an M3 logo on the sill kick-plates. Each car also has a special plaque on the console which gives the model identity and year of manufacture (but not the production number).

M3 Europa Meister 88 Celebration Edition
The Europa Meister 88 Celebration edition was introduced in October 1988 to celebrate the M3's win in that year's European Touring Car Championship. There are 150 of these cars, which have the 195bhp catalyst-equipped engine. They have full leather trim and each one carries a dash plaque bearing the signature of M3 works team driver Roberto Ravaglia.

M3 Johnny Cecotto Edition
The Johnny Cecotto edition of 480 cars introduced the 215bhp catalyst-equipped engine in April 1989, some five months before it replaced the 195bhp catalyst and 2OObhp non-catalyst types on mainstream production M3s. These engines have the cam cover and plenum chamber painted to match the bodywork of the car.
The Johnny Cecotto cars have the same extended front spoiler and double-blade rear spoiler as the 1988 Evolution models. They are all painted in Nogaro Silver and have 7.5x16 BBS multi-spoke alloy wheels with black enameled spokes. Original equipment tires were Pirelli P-700-Z types in a 225/45 ZR 16 size.
The interior has special upholstery including half-leather seats with striped Motorsport cloth wearing surfaces (these seats were also optional on other M3s in some markets). The headlining and sun visors are in silver-grey material, and the same color is found on the dash panel and centre console. An on-board computer is standard equip¬ment, and so is an illuminated gear knob. Kick-plates on the sills carry M3 identification, as on other Evolution models. The centre console also carries a numbered plaque with the signature of works driver Johnny Cecotto.

M3 Roberto Ravaglia Edition
The Roberto Ravaglia Edition is essentially a UK-market version of the Johnny Cecotto Edition. The cars are identical in all respects except that the Ravaglia models are finished in Misano Red and have a console plaque which bears Ravaglia's signature.
There remains some controversy over the number of these cars built. Some sources suggest that there were 25. However, it is possible that there were as many as 52. This number can be cal¬culated by deducting the 480 Cecotto cars from the 532 cars in the serial number block AE 40337 to AE40868. However, as BMW often left gaps in the serial numbering sequences, this figure can only be a best guess at present.

M3 cabriolet
The basis of the M3 cabriolet is a standard E30 cabriolet bodyshell, with the front strut towers visibly braced to the inner wings as on the standard car. To this are added the flared wings and unique front spoiler of the M3 saloon. As the cabriolet shell will not accept the special boot lid and rear spoiler of the M3 saloon, the M3 cabrio¬let has the boot lid and spoiler from the E30 325i. The M3 cabriolet was the first of the E30 cabrio¬lets to have an electro-hydraulically-operated soft top, and remained unique in this respect until the arrival of the 1991 US-model 325i cabriolet. The hydraulic side of the soft-top's power-assisted system uses ATF fluid.
Unlike the line-built M3 saloons, the M3 cabriolets were assembled at the BMW Motorsport plant in Garching. Production began in May 1988, and all the first examples had the 2OObhp non-catalyst engine. Between October 1988 and May 1989, the 195bhp catalyst-equipped engine was fitted. There was then a period of ten months when no M3 cabriolets were built, and production resumed in March 1990, when the 215bhp catalyst engine was standard. The last examples were built in July 1991, several months after M3 saloon production had ended. In all, 786 E30 M3 cabriolets were built.
The M3 cabriolets were generally more luxuriously and completely equipped than the saloons. A headlamp wash-wipe and fog lamps were standard in some markets, such as the UK , along with an Evo-style front spoiler. The central locking system also operates the glove-box lock.
Early M3 cabriolets had the early type of steering wheel and the 1990 and 1991 models had the later type. The gear knob is also the later type, with a gate pattern and the Motorsport tricolor on it. The centre console is covered in stitched leather on UK-market cars, although this was probably an extra-cost option in some other markets. This console always lacks the cassette rack that is found on the M3 saloons.
Soft-top operating instructions are on an insert in a clear plastic pocket on the driver's sun visor. The power operation button is above the radio, next to the pushbutton for the heated rear window. A telltale lamp in the warning light strip under the instrument panel lights up when the soft-top mechanism is in operation.
The seats are trimmed in leather as standard and have a tricolor flash sewn into the top right-hand corners (looking forwards) of their central back panels. Stitched leather is also used for the door cards, with diagonal stitching on the main central section. Behind each of the door mirrors is a small round speaker for the ICE system.
Inside the boot on the left-hand side, next to the breakdown warning triangle, is a light grey first-aid box with a quick-release catch. The jack and wheel nut wrench are stowed inside the spare wheel.

North American M3
Production of M3 saloons for North America started in December 1986 and ended in December 1990. Sales figures show that 5004 cars out of a total 5300 were sold in the USA. Logically, the other 296 would therefore have been sold in Canada. The cars have a number of differences from European-specification models.
All the North American cars have the 195bhp catalyst-equipped engine, described locally as a 192bhp type to SAE ratings. They are fitted with a completely different five-speed gearbox with a conventional gear change gate, because BMW North America anticipated customer resistance to the dog-leg first gear of the European models. This gearbox is the Getrag 260 five-speed overdrive type, as used in the E30 325i. Its ratios are 3.83:1 (1), 2.20:1 (2), 1.40:1 (3), 1.00:1 (4) and 0.81:1 (5). The final drive is lower than the Euro¬pean type, with a 4.1:1 ratio.
The North American models have leather upholstery, electric windows, electric sunroof, central locking, air conditioning, cruise control, heated rear window and an eight-speaker AM/EM stereo radio-cassette as standard.
North American M3s have additional amber marker lights inset into the wraparound sides of the GRP front bumper cover. They also have a high-mounted third brake light inside the top of the rear window. On US cars, the speedometer reads in miles per hour, but on Canadian models it reads in kilometers per hour. Both U.S. and Canadian M3s have a standard E30 fuel tank with a 14-5-gallon (15.3 US gallons) capacity.

Options
There were many extra cost options for the E30 M3. Some of these were standardized in certain markets and some were fitted as standard to some limited-edition models (see above). Interior options included an On Board Computer, air conditioning and various types of in-car entertain¬ment system. Some of these were branded BMW items; thus, for example, a late 1991-model UK-market cabriolet might have a BMW Business RDS radio. Heated front seats were available, and their control switches were fitted on the centre console between the handbrake and the gearshift. Upholstery options included full leather (with side-to-side pleating like the standard cloth) or half-leather with striped Motorsport cloth wearing surfaces on the seats. This half-leather option seems to have been introduced in certain markets only very late in production, and proba¬bly around spring 1990.
Electric windows and an electric sunroof were also optional. Window switches were fitted to the centre console, while the sunroof switch was in the windscreen header rail alongside the Check Control panel. A headlamp wash-wipe could be ordered, and so could a Beam Throw Adjuster, which adjusted the headlamps to keep their beams at the correct height. The three settings for this were 0 (two passengers in the front), 1 (four pas¬sengers, or one plus luggage) and 2 (four passen¬gers plus luggage).
From approximately 1988, the Boge manufactured Electronic Damper Control (EDC) was added to the options list. This was operated by a three-position rotary knob on the right-hand side of the centre console, with settings labeled K (Comfort), N (Normal) and S (Sport). The system was backed up by a telltale in the warning light strip below the instruments.

[Eric]

Electrics
The M3 uses a larger-capacity battery than that fitted to other E30 models, with a 65 amp-hour capacity. It is located in the standard E30 position inside the engine bay.

uh-huh.

[valleymotorwerks]

uh-huh.

See I gave you something to do - fixed

[Mr.Wiggles]

maaaaan!!!

[archie]

Yeah, me too.

[e30m3s54turbo]

Wow!

[vmwerks]

i must have missed it....

[M-technik-3]

Fuel tank quotes are off 62 liters is the big tank and the 55 liter is the early tank which they added the extended range unit of 15 liters. This was also available for standard E30's in most other markets EXCEPT the N.A. one

[reelizmpro]

This is taking way too long. This doesn't look good. Hopefully Dave doesn't lose interest in the site.

[valleymotorwerks]

I'll take it over and host it.. problem solved -