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General information about the vehicle:
From 1994 to 1995 the special model 318iS Class II 2 was built, which was only available as a sedan. A homologation series of 2500 pieces, starting with the chassis number FK03771 to FK06696, 1500 of them in Germany, worldwide for the STW series. This was built at the same time as the M3 GT and adopted some optical features. In addition to the standard M package, an “M lip” with so-called GT corners / GT flaps was also installed on the front bumper. Furthermore, the two-part rear spoiler of the M3 GT was adopted.
The 318is “Class II” or “Class 2” reaches a top speed of 213km / h and completes the sprint from 0-100km / h in 10.2 seconds. An M aerodynamics package with adapted front spoiler, side skirts and a new rear spoiler promotes good driving performance and increased driving dynamics, also due to reduced lift. The “BMW Motorsport International” logos in the bumper strips are eye-catching! Round-spoke light-alloy wheels with 225/55 ZR 16 tires and the Nürburgring-proven, lowered M sports suspension provide a sporty finish. Inside, sports seats offer the best lateral support, and an airbag sports leather steering wheel with a leather rim provides the right grip at the steering wheel.
The M42 is a gasoline engine with four-valve technology developed by BMW. This had four cylinders, two overhead camshafts, a displacement of 1795 cm³, an output of 100 kW (136 hp) at 6000 rpm and delivered a torque of 172 Nm at 4600 rpm. The compression was 10.0 – the engine therefore had to be operated with Super 95 octane. Instead of the toothed belt that was popular in those years, it had a timing chain for the valve train and a “static ignition distribution” with four ignition modules; a fault-prone ignition distributor was no longer available.
Before the M42, BMW engines with four-valve technology were only used in motorsport, for example in the BMW M1, M635 CSI and M3 etc. The M42 was the first four-valve engine that BMW implanted in a mass-produced vehicle rather than a high-priced M model . It was presented as the 318is in the face-lifted BMW E30 body from autumn 1989. The car was only offered with two doors – tighter seats, M-Technic sports steering wheel, Shadowline, 15 ″ wheel trims, front and rear spoilers, M-Technic sports suspension and disc brakes on the rear axle were standard.
It was later installed in the E36 in the 318is sedan, coupe and the compact version 318ti and, thanks to the modified intake system, it now developed 103 kW (140 hp) at 6000 rpm and had a torque of 175 Nm at 4500 rpm. The direct successor to the M42 is the M44 (BMW M44-B19). It had the same power, but a larger displacement of 1895 cm³ and a higher torque of 180 Nm.
Now to our vehicle
We have been looking for such an E36 318 IS Class II 2 vehicle for a long time, which is not tinkered with, in a largely original condition with a good substance, which turned out to be very difficult. After all, these vehicles were already over 22 years old in 2016 and, as is well known, these models have a very large rust problem in the years of construction. Finding a good vehicle with good substance is accordingly difficult and, as it quickly turned out, can be described as hopeless. So after we knew that we would not get around “welding” if we wanted to buy a vehicle for less than 10,000 €, where someone else has already done this work anyway, perhaps more badly than right, we already planned the one or other body – hour one. After a search that went on for a year, we were finally successful. We found this E36 Class II 2 in the color Alaska Blue and the chassis number FK05742 and from first hand! We bought our vehicle firsthand in a relatively good condition in 2016. our vehicle had the following equipment ex works:
Condition at the time of purchase:
The lower jack mountings were baked in or glued in by a workshop for the MOT from the previous owner with new sheets, in the truest sense of the word. In the front area behind the two lamps, the workshop was also commissioned to “glue in” sheet metal they had cut themselves … unfortunately. In addition, the supports for the water drain on the A-pillar on the underbody were completely through and the fenders could still have been saved, but we decided to store them and order new fenders directly from BMW, as well as the front panel, which obviously times was ordered from the accessories for the car and was maltreated with the spray can by the specialist workshop commissioned by the previous owner.
In any case, if you value quality, accuracy of fit and workmanship, it makes sense to dig deeper into your pocket and order original sheet metal directly from BMW. The accuracy of fit is really rubbish with the accessories. We tested this. We therefore ordered the fenders and sheet metal parts, as well as the lower two supports from the water drain, directly from BMW. The factory-installed Bilstein B8 chassis is still good and functional, but very rusty, as can be seen in the pictures.
In addition, the previous owner has apparently decided to replace the rear Billsteind dampers with red KONI dampers. That’s not possible. Therefore we ordered a completely new original Bilstein B8 suspension from BMW. We had to wait 3 months for this because it was not available and it was behind schedule. Fortunately, the door edges and typical places were not affected by the brown plague. We paid attention to this when we bought it.
You should also make sure that the front spoiler sword with the brackets and the original Class II 2 rear spoiler is still there. Otherwise it will be expensive. The front sword and the holder are currently still available from BMW original (as of August 2019), but the rear spoiler is completely no longer available. The mounting kits are also no longer available. If you can actually find an original rear spoiler at all, these are offered from 1800 €. The separate spacers that were delivered with the vehicle from the factory have not been available from BMW since 2008. The same applies to the output kit or the rubber flaps for the rear spoiler. Cheap replicas are often offered online here. You can buy them for free, that’s a waste of money!
We had looked at some vehicles in this regard and it was already the case in 2016 that vehicles around 2000-3000 € were offered, but they were in a corresponding condition. Here you should have in the back of your mind that when the car encoder recordings are through, the sills have to be removed in any case, as it is much worse underneath. Here the E36 is actually just junk. If you can’t do this yourself, you should keep your hands off it, as this repair will definitely be much more extensive, which you can’t even see now.
In the price range 2-3000 € you should have another 5-6000 € ready. If you are unsure yourself or do not know your way around very well, you should invest 80 € before buying and drive up to the MOT (TÜV) or Dekra together with the seller and the car and have an appraisal made. This money is then surely well invested to prevent the rude awakening later. With another vehicle that is not particularly or not limited, this effort does not pay off.
The following documentation shows the repair of the striking weak points of the vehicle and the “botch” that one encounters, which the previous owners often paid very dearly, as in the present case. We show the progress here through pictures that we add after our photo gallery. Since we do not work permanently on the vehicle, the repair is advised with approx. 8 months (beginning October 22, 2019).