The E36 M3 is frequently regarded as the awkward middle child between the classic E30 and the accomplished, grown-up E46. As a result, it doesn’t usually command the kind of values attached to its older and younger siblings. But I think that one day, mint examples of these cars – which are increasingly thin on the ground – will be sought after as classics. The E36’s “dolphin” bodyshape marks an important transition point in BMW’s design history, as the angular lines of the 80s would begin to give way to the rounder, softer shapes of the late 90s and early 00s. The trademark four round headlights are still there, but now set back behind glass panels, and the dual kidneys are now more gently integrated into the front nose, all for the sake of aerodynamic efficiency. The M3, available during this period as a coupe, sedan and convertible, was externally distinguishable from the standard model range only by more aggressive front and rear valances, revised side skirts, and rounder side mirrors. But under the hood was a spritely and free-revving 3.2 liter inline six powerplant. Infamously down on power in comparison with the Euro market S50, the S52 motor in the US-spec car was nonetheless good for about 240 hp and, when combined with the lithe chassis and sharp manual transmission, made for a lively and fun car to drive. The E36 M3 may not have been an out-and-out track monster like its predecessor, but it was fast (for its time), practical and easy to live with on a day-to-day basis.
Author: Craig
Someone on the Facebook page recently said I tend to post cars in boring colors like black, silver or gray. They are not wrong. It’s hard to find the models I like in anything else. There are some great exceptions, of course. BMW has some really neat colors available through its Individual program (my favorite is Velvet Blue). But there’s no getting around it; most of my favorite 80s and 90s German cars left the factory with conservative paint jobs. That’s likely no accident. Staid colors are generally well suited to the lines of the cars, especially since the design language of the period was itself quite conservative. Still, I feel under an obligation to find you all some more interesting colors. And this is my opening gambit: a 300E in Crystal Green (256). The W124 can be had for very little money these days, and used as a cheap runaround until it clocks at least half a million miles. Yet it still offers the luxury, solidity and build quality that earned Mercedes its reputation for making some of the best cars in the world.
CLICK FOR DETAILS: 1992 Mercedes-Benz 300E
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The E32 7-series is a rare sight on today’s roads. And that’s a shame. These big-body behemoths from Bavaria exemplify a design language that’s now firmly in BMW’s past: menacing yet restrained, large but well proportioned, mixing brawny lines with classic cues like round headlights, angular kidneys and the Hoffmeister kink. On Friday, Carter wrote up a 735i. It was, he admitted, a bit sad, with oversized wheels and a tired look. While the 5-speed manual transmission made it tempting, I’m not sure it was enough to redeem the car, especially given the asking price. A neat alternative would be a clean, late model, bone stock V8 740i, if you can find one. The 4.0 liter M60 engine is relatively stout (apart from the Nikasil problem, which by now is unlikely to be an issue) and, putting out about 282 hp, sufficient to propel the car quite nicely to cruising speeds. While it may not give you the bragging rights associated with the V12 in the 750, it’s generally less of a headache to maintain.
CLICK FOR DETAILS: 1994 BMW 740i on eBay
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I planned to leave the W126 300SE alone for a while since I’ve posted quite a number of these over the last few months. But I couldn’t resist when I noticed not one, but two really nice examples pop up on eBay this week. While these short wheelbase, six cylinder cars are often overlooked in favor of the 420 and 560 SEL, they offer all the class and sophistication of the larger models with somewhat lower running costs, making the 300 a nice entry point for W126 ownership. They certainly don’t have the power of the V8. But on the plus side, the M103 motor is famously stout and will run forever without needing too much work. The only real weak spot is the headgasket, which tends to need replacing every 150k miles or so. I’ve test-driven a few of these recently myself, and I was pleasantly surprised by the driving experience. The 3.0 liter engine provided more shove on the backroads than I was expecting, certainly enough to get the car moving, even if it won’t win any drag races. And out on the highway it cruised effortlessly, which is what these cars are all about.
CLICK FOR DETAILS: 1991 Mercedes-Benz 300SE on eBay
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Based on a slightly shortened version of the W126 S-class sedan, the SEC coupe was introduced in 1981 and sold until the platform was retired in 1991. Retaining the elegant and stately looks of its limousine cousin, as well as its extraordinarily high levels of build quality and safety, the two-door, pillar-less body shape took all the elements that made the S-class such a great car and repackaged them into something a little more rakish and sexy. It’s no accident that ads for these cars often make reference to Miami Vice: the SEC is associated for many with the cocaine fueled excesses of the 1980s. But look past the wide boy image and you’ll find a grand tourer that is more about driving vast distances while riding a wave of torque than racing between stop lights. As with the sedan, values for these are a bit all over the place these days, with mint examples fetching $20k plus. But what if you’re looking for a budget-friendly entry into the SEC world? This high mileage example for sale in Tuscon, AZ with a few disclosed faults may fit the bill.