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1995 BMW M3 Page2

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European Car
European Car Magazine
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Project BMW M3 Part 8: AA Turbo Installation
Running a considerable amount of boost (more than 9 psi with this turbo) required lowered compression. In order to do this, evosport had to install AA's thicker head gasket to further lengthen the distance between the piston and the valves, thus increasing the
Aug 9, 2002
European Car
European Car Magazine
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Project BMW M3 Part 8: Turbocharger kit
Do you grin from ear to ear from the enjoyment of driving your sports car? Do you simply laugh your ass off every time you mash the gas pedal? That describes my experience with Project M3 after it received the ultimate tuning from Active Autowerke. My car's ne
Pablo MazlumianAug 9, 2002
European Car
European Car Magazine
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Project BMW M3 Part 8: Project M3 Turbo vs. Viper ACR
You, me, the parking lot... one hour!"
Aug 9, 2002
Project BMW M3 Part 2: Cooling system and airflow sensor
Boy, this project is "fun." I never thought I'd experience so many headaches deciding which aftermarket companies to use. The competition is so great, the quality offerings so abundant, that lengthy research is inevitable in order to make an intelligent decisi
Pablo MazlumianAug 8, 2002
Project BMW M3 Part 4: Reducing frictional loses
I don't care to know what my "crank" or "flywheel" horsepower is--all I want to know is how much power my engine is putting to the ground!
Pablo MazlumianAug 8, 2002
European Car
European Car Magazine
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Project BMW M3 Part 5: Suspension
To many enthusiasts and automotive journalists, the E36 BMW M3 is known as one of the best handling cars in the world. The car's suspension is so well put together out of the box, it becomes almost sacrilege to upgrade. Almost. From the factory the car was set
Pablo MazlumianAug 8, 2002
European Car
European Car Magazine
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Project BMW M3 Part 6: Acceleration Testing
Due to the unavailability of the coastal test site we used for baseline tests, Project M3 was instead taken to California Speedway for acceleration tests. The same Pirelli P7000 Supersports used in my baseline tests were used this time. I took the average of t
Aug 8, 2002
European Car
European Car Magazine
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Project BMW M3 Part 6: Cams, header and pulleys
My previous M3, a 1997 3.2-liter sedan, dynoed 221 hp at 6200 rpm and 224.7 lb-ft of torque at 3950 rpm. There wasn't much left to do unless I was going to spend the mega bucks for real engine tuning. Because of the OBD-II computer, at that time I couldn't eas
Pablo MazlumianAug 8, 2002
European Car
European Car Magazine
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Project BMW M3 Part 6: Track Testing
This I was anxiously awaiting--trying out R-compound tires on Project M3. Toyo sent out a set of its new RA1 tires (sized 235/40-17), quite a favorite track tire among BMW CCA club members, as I came to realize later in my testing day. Each tire weighed in at
Aug 8, 2002
Project BMW M3 Part 7: Wheels, tires and brakes
"Uuuuuuhhhhhhhrrrrrrrssssshhhhhh!!!"
Pablo MazlumianAug 8, 2002
Project BMW M3 Part 9: Track Testing
You might recall the last time I did a track event, Project M3 was normally aspirated. But now was the moment of truth: How does the turbo kit behave on the road course? The answer: It's scary fast. Just when I was getting acquainted with the normally aspirate
Aug 8, 2002
Project BMW M3 Part 9: Turbo Update
Playing with various boost levels on the dyno allowed me to see what Project M3 could handle with 91 octane and high-octane race fuel. As you might remember in Part 8, 13 psi of boost is a little too much for the motor to handle with 91 octane. The car pulled
Aug 8, 2002
European Car
European Car Magazine
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Project BMW M3 Part 10: Heat dissipation and aerodynamics
A side effect of turbocharging a motor is more of an engine bay's worst enemy--heat. When turbos spool up to over 100,000 rpm, they (and the some of the connected piping) will glow red-hot. Heat naturally travels upward, and because of where Project M3's turbo
Pablo MazlumianAug 8, 2002
THE END. CHECK BACK LATER FOR MORE CONTENT.

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