So, you have to drop $40,000 for a unique M Roadster? Hardly. If you’re willing to forgo the additional grunt of the S54, S52-powered Roadsters are still very affordable. And, they can be plenty unique in their own right. Take today’s ’98 for example. Evergreen is probably a bit polarizing in tone, but it’s also quite distinctive. The total pool of Evergreen examples represents only 2% of overall production of M Roadsters, though. Out of the 10,501 produced, 201 were shipped in the bright green shade – and out of those, 176 were equipped with the equally distinctive two-tone Nappa leather interior color matched to the outside. I’ve looked at a few of these examples previously:
Evergreen Forest, Part II: 1998 BMW M Roadster
So you get an unusual color, a more unusual interior, and still quite a potent convertible in the early M Roadster. What is the price delta, though?
It’s interesting to consider how enthusiasts today view the E36 M3. Generally speaking, you’re either a completely devoted fan who insists that the E36 is not only the best M3, but perhaps the best BMW ever made. Why stop there? Why not go straight for best car in the history of the world, ever? On the other side of the coin, detractors love to point out that the second M3 was softened up for the U.S. market, that it wasn’t as potent, as pure, as Motorsporty as the original curb-hopping, box-flared legend.
Arguably, they’re both right. It’s certainly true that BMW made the decision to tone down the M3 for North American consumption. That was a really good thing for two reasons: one, that we got it at all, and two, that it remained affordable. Consider, for a moment, that the E30 M3 had grown quite expensive to sport all of that motorsport heritage. By 1991, the base price of the M3 was $35,900. Of course, it was competing against even more expensive cars like the Porsche 944S2, which was a further $10,000 more dear. While we can talk about driving spirit all day long, if we look at the fact sheets what you got was a bit soggy in comparison to today’s cars. Inflation corrected, the M3 would be around $62,000 – pretty much spot on the entry price for today’s M3. The new car has more than double the horsepower of the original and enough tech to launch all of the Apollo program missions.
So what was really exciting when the new M3 was launched in late 1994 was that price point; $36,000. That was some $14,000 less expensive than the European model, and yet performance was within a few clicks thanks to a revised version of the 325i M50 engine.…
Edit 12/9/2017: With new photos, a new description and apparently a few things fixed, the current owner of this ‘346i’ that we looked almost exactly one year ago has it back up for sale in a reserve auction format. Last time it didn’t meet reserve at only $10,000. Will it clear the reserve this time around?
The E21. By far, it is the 3-series we feature least frequently (barring new models). In U.S. trim, it is also by far the least sporting 3-series. But don’t throw the baby BMW out with the bath water, because it’s still a classic BMW, it looks nice and it’s quite affordable relative to some other hyperbolic models.
For one, I really like the E21. I’ve even enjoyed driving a few. Of course, never once did I think when driving one “You know what this needs? A M60 V8.” And certainly, even in the very unlikely scenario that idea sprang into my head, there’s no way I would have said “Right, now, off to Dinan to bump it out to 4.6 liters!”
But, if nothing else, this Golf Yellow example of an extreme E21 dispels the myth that they’re all underpowered?
Update 4/19/2018 – I can’t say that I’m very surprised the price hike to nearly $30,000 didn’t work, and this 645i has dropped back down to $23,750 – still $900 strong of the original ask.
Update 1/22/2018 – After not selling last Fall for $22,850, the seller of this unique period 6-series turbo is now asking $29,850.
I really love how these cars sometimes send you down the rabbit hole. What attracted me initially to this E24 was that it was a European-spec car and it had a pretty high asking price at nearly $23,000. Alone that wouldn’t be enough to warrant a post, especially given that from the first photo I glanced at, it doesn’t look spectacular.
But there’s a lot more than meets the eye when considering this car, and it has a lot more to do with the personality behind it than the current condition.
The name Albert Mardikian probably doesn’t mean much to you. Mr. Mardikian is a partner and the Chief Technology Officer behind ReGreen Organics, a company which deals with a lot of shit, for lack of a better term. I’m not being flippant. They’re an organic solid waste management company.
And it is in this capacity that Mr. Mardikian’s philosophy is particularly interesting when considering this car. He proclaims that he has a “passion for bettering our world”, yet his past would seem to have little to do with environmental improvement. That’s because in a past life Mr. Mardikian was also the proprietor of Trend Imports. Ring a bell? If not, perhaps a perusing of the Tom Cruise movie Rain Man would help you out. Mr. Cruise’s character’s subplot – an importer of exotic cars held up by the EPA – is based upon Mr. Mardikian. Because if you were in L.A.…
Edit 11/3/2017 – I looked at this Dinan modified M Roadster last August, but there was little information and it hung around for quite a while at $25,000. It has now moved on to a new seller who has taken some more photos and raised the price $4,000. After last month claiming it was an ISR3, the seller has confirmed what our comment from Eric indicated – it’s “just” a S3 Roadster. It has about 1,000 more miles since last year but still looks relatively reasonably priced if you like the color combination and gutsy Dinan modifications – Ed
The other day I was talking with my friend about Turner Motorsports. I first met Will Turner when he was a BMWCCA instructor, just trying to establish his business of selling parts on the side. He and his compatriots all sported E30 M3s; this was, after all, the days before the launch of the U.S. E36 M3. Turner managed to parlay early success in a local modification scene outside of Boston into a countrywide business, and after some time in the club race scene he moved into the major leagues. Success against better funded teams was sometimes difficult, but today Turner is still alive and very much kicking, having become one of the two defacto factory-backed teams running the M6 GT3. To get to that point of factory involvement is an arduous journey to say the least, and few who start out make it.
One other who did was Steve Dinan, who took a niche tuning business from the 1980s into a factory option today. You can walk down to your dealer and order up a fully backed, Dinan modified car. That took a tremendous amount of work and is a testament to the quality of the products on offer from Dinan.…
There are a few select automotive tuners who can take an impressive package and refine it into an even better entity. That group includes legends such as AMG, Alpina and Ruf – all of which are staples of this segment.
Yet they are far from alone. Given the task of improving on what is generally considered to be one of the greatest sedans ever made is no small feat, but if there was one group up to it, it was Steve Dinan’s eponymous company in California.
While just about anyone can take a turbocharged engine and crank up the boost, slap a few stickers on it and call it done, the E39 M5 didn’t come with forced induction. On top of that, it was a motor which wasn’t exactly underdeveloped before it went into production. Nor were the brakes, suspension, or any other aspect of the third gen M5. But Dinan thought they could improve upon them, and with a tremendous amount of work, did.
Dinan went to town on the S62 from start to end. Out came the factory air boxes, air meters and velocity stacks, replaced by Dinan units of larger diameter and better flow qualities, along with larger throttle bodies bored out by the company. This necessitated reprogramming of the computer controls for the engine to match the new flow characteristics. To help the exhaust side of the motor, unique tubular headers were fit to a free-flowing, lightweight exhaust system. While this sounds a bit like old-school engineering, it was successful; the result was an additional 76 horsepower and 51 lb.ft of torque – basically, this was like adding a 1980 Rabbit’s worth of power to an already powerful car.
Dinan coupled the engine mods with a shorter final drive and higher rev-limiter to reach fantastic speeds. The S2 was capable of 0-60 runs around 4 seconds flat and, in unrestricted mode, geared out around 190 mph in 6th.…
EDIT 8/10/2017 – IT’S BACK! Now with a $58,900 asking price, according to Hunting Ridge Motor’s site. With prices on the rise when the right combinations appear on these E46s, it will be interesting to see when and what amount it finally sells for.
EDIT 7/25/2014: with a few well placed seeds and some research, it appears that this car is the same one as the 10,000 mile M3 I wrote up in May here. That makes the asking price and modifications all the more puzzling. Thanks for the interest and sorry that I didn’t catch it the first time around!
What is the price for perfection? What would you be willing to pay for a brand new example of the car you love? There are certainly a lot of people who love the E46 M3 including me. I really think it was a high point of design for BMW; those sweeping arches, the delicate lines in the hood, the hunched, angry stance – it’s perfect, and best of all, it’s relatively affordable still. But many have already begun to fall into disrepair, and of course when you’re buying an older car you’re subject to what comes to market and managing repairs, restoration and asking price. But what if the car was effectively brand new? Chances are everyone would say “Sign me up!”, especially if that car was in one of the most sought after color combinations. They would, that is, until they saw the price tag:
“Dinan’s latest work of art, he has not only fixed a car that wasn’t broken but also sought to perfect a car that everyone considers to be as close to perfection as is humanly possible: the BMW M5”, Car and Driver wrote in 2002. Dinan had, at that point, already made a reputation for themselves as the premier BMW tuner in the United States to the point where they became offered straight from the dealer. Considering that’s just occurred for Alpina here, the endorsement of the level of engineering from the California firm was resounding. Yet that is in part because Dinan’s modifications are far from just slapping a badge and some wheels on a car and calling it done. Take, for example the M5 S2.
Dinan took what many considered to be a very highly developed 4.9 liter V8 in the S62 and went old-school to up the power; and up it a lot, he did. There was no supercharger or turbocharging here; revised intake and enlarged velocity stacks were met on the other end with tubular headers and a bespoke exhaust. Each throttle body’s bore was increased, too. These changes required a reflash of the computer, but were both lighter and more powerful. As in 76 horsepower more. That’s the best part of a 20% gain on a motor that many considered to be close to peak performance! Dinan further upgraded the suspension, brakes, wheels, and final drive, along with adding a lighter flywheel. As a result, the new S2 was, well, about 20% better than the already awesome M5. But that perfection cost, and it was more than a 20% increase. A lot more.
On top of the M5’s $73,400, if you wanted a fully spec’d out S2 you’d tack on $36,000 to the price. For that amount, you could have grabbed a nice 330Ci in addition to your standard M5!…
Yesterday, Craig took a look at a very nice and quite affordable E32 750iL. These cars have traditionally been one of the most affordable ways to get into a V12 sedan, and consequently coming across a generally well sorted one that doesn’t require an extensive amount of service is difficult.
But the M70B50 also found its way into the replacement for aging E24. The revolutionary E31 signaled a leap forward in sophistication, refinement and styling from other period BMWs. Minus small details, it still looks reasonably fresh today; something that can’t be said of many 1980s-era designs. The three-quarter view above, for example, is mimicked closely by BMW’s own current 4-series today and the Audi A5. Yet as with the E32, the E31 has been the gateway into V12 Grand Tourers for many with aspirations loftier than their bank accounts. Finding a pristine, early 850i isn’t an everyday occurrence, so this one was certainly worth a look. It didn’t hurt that it’s been breathed on by Dinan, either.
So much attention has been levied upon the BMW M Coupe that it’s easy to forget there was a non-M version of the E36/8. Equipped with the grunty, 190 horsepower dual-VANOS 24 valve M52/TU in front, a manual gearbox in the middle, and a standard sport differential in the rear, the Z3 Coupe offered high fun factor that wasn’t really present at the original launch of the model. The M52/TU lightened the load as well, swapping the M50 iron block for an aluminum one also seen in the contemporary E46 model. That was coupled with the dynamic shape of the “Clownshoe”; polarizing in looks, but hardly forgettable no matter your opinion. These have become niche cars that buck the traditional SUV-laden commute, yet are reasonably affordable and eminently practical as a daily driver: