The STW Version des BMW E36 318IS Class II

Dieses Prospektbefindet sich unten in der Gallerie zum Vergrößern



General information about the vehicle:

From 1994 to 1995 the special model 318iS Class II / 4 was built, which was only available as a sedan. A homologation series of 2600 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” 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 the good driving performance and the increased driving dynamics 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 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, such as in the BMW M1, M635 CSI and M3, etc. The M42 was the first four-valve engine that BMW implanted not in a high-priced M model but in a mass-produced vehicle .
From autumn 1989 it was presented as the 318is in the face-lifted BMW E30 body. 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 a 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 with 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 had already been baked in or glued in by a workshop for the TÜV from the previous owner with new sheets, in the truest sense of the word. Also in the front area behind the two lamps, the workshop was 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 in the BMW original (as of August 2019), but the rear spoiler is no longer available. The mounting kits are also no longer available. If you can actually find an original rear spoiler, these are offered from € 1800. The separate spacers that were delivered with the vehicle ex works have not been available from BMW since 2010. 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, it’s a waste of money! We had looked at some vehicles in this regard and it was already the case in 2016 that vehicles were offered for 2000-3000 €, but they were in a corresponding condition. The thing to keep in mind here is that once the auto encoder recordings are complete, the sills definitely need to be removed as it is much worse underneath. The E36 is actually just garbage here. If you can’t do this yourself then you should keep your hands off it as this repair will definitely be a lot more extensive, which you can’t even see right now. In the € 2-3000 price range, you should have another € 5-6000 ready. If you are not sure or do not know your way around, you should invest 80 € before buying and drive with the seller and the car to the TÜV or Dekra and have an evaluation carried out. This money is then certainly well invested in order to prevent the rude awakening later on. With another vehicle that is not special or not restricted, 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).



The first parts for the restoration of the BMW Class II 2 have arrived. All parts were originally ordered from BMW on the chassis number of the BMW E36 318is Class II 2 Motorsport International Limited Edition. The chassis first had to be reordered by BMW from the manufacturer, Bilstein, and it took 6 months until it was delivered.
Also the spoiler corners under the M apron typical of the BMW E36 318is Class II 2 Motorsport International (in the picture above left have been re-ordered.

The suspension springs and all parts of the dome bearings, seals, screws, washers were also ordered new and exclusively original from BMW.
For our BMW E36 318is Class II 2 Moorsport International we have also re-ordered the outer trim strips, all of them. However, we had to order this with the /// M emblem in the recess, as the Motorsport International Limited Edition emblem was no longer available. However, we still have a few new ones here, and the originals are still almost like new. These are of course reassembled against the correct original Motorsport International Limited Edition emblems when the strips are later installed.

The old strips of the Class II 2 could still have been used, we also repaired them, but original replacement strips were still available from BMW, so we decided to replace them with new ones and to store the old, repaired ones .
The old strips were treated with rust converters and then resealed and as a replacement part for a non-limited vehicle that was dropped in both cases, which has a good increase in value than a limited vehicle, of which we still have a few, various actions.

As you can see well after dismantling the headlights, there is a typical rust spot behind the headlight on the wheel arch plate (on both sides), as is the case with our vehicle here.

Here the previous owner had made a “repair” by “baking” with repair sheets and window glue … and that on both sides!

We have separated these out completely and generously and cleaned the edges and treated them with rust converter. This sheet metal up to the spring dome is currently still available as a repair sheet from BMW (as of November 2019) as a repair sheet.

but we didn’t want to damage the original transitions on the cathedral and preserve as much of the original substance of the vehicle as possible. The sheet metal inserts have been adapted … You should have some experience here.

The weld seams were sanded and treated again with rust converter.

Same thing on the other side. Here you can see that the sheets were fitted exactly.

The same place after the repair sheet was inserted and sanded. You can’t see anything of it now.
The fenders could have been saved, but since BMW still had original fenders € 289 per piece (you should keep your hands off the accessories, the accuracy of fit and quality is really garbage, then it is better to repair the original side panels).

The area that was affected by rust was generously separated everywhere, especially here on the jack mounts on the driver’s side. This side was still in relatively good shape.

As you can see here, the “brown plague” blooms inside the sill more than it would be recognizable from the outside. At this stage you can still do something, as the material, as can be seen from the cut, is still absolutely in tact. During a restoration, you should always preserve as much of the substance as possible.

The same spot 24 hours later after the rust converter was injected. You can see the change clearly.

Also a typical place, the frame box behind the fender with the 3 water drains on the underbody.

We flooded all exposed areas and also the inner sills with a cavity preservation gun by injecting rust converter Brunox Epoxy and let it take effect for a day before further processing the surfaces.

View into the cavities inside the sill after the rust converter had been injected 24 hours beforehand. You can see the changes clearly.

The same place, after the repair sheet metal from the new sill was inserted and the welding points sanded down, you can’t see anything of the repair here either.

Here you can see the repair attempts of the previous owner on the other side, the passenger side.

New sills for the repair of our BMW E36 318is Class II 2.

Before the repair sheet, which we had removed from an original sill, was used, the cavities were completely applied with this red rust stop over the rust converter, which is also a primer. Then the repair sheet, which was also treated with a rust stop on the inside, was welded in, the seams sanded and also primed with a rust stop.

We have separated the parts required on the driver’s side from the repair rocker panels.

New, original fender from BMW. You should keep in mind the value retention and the effort you put in and above all the accuracy of fit and quality because of the work, time and money that you put into such a restoration, this does not only apply to a restoration of a BMW E36 318is Class II 2, but generally with all restorations of rare and therefore worth preserving vehicles.

It is important that you pay attention to the fit and the gap dimensions before you use the repair panels in areas to other body parts, such as the fender here.

The rear area, after the repair sheet was also inserted and sanded here.

The other side, the passenger side, was far worse ….

This was mainly due to the fact that the previous owner had sanded the surfaces to be welded on our BMW E36 318IS Class II 2, probably for the TÜV acceptance, had not removed the old sheets and then simply put his repair sheets on the bare surfaces as can be seen in the picture above.

After we have cut out the metal sheets, you can see in the picture above how the rust between the metal sheets really accelerated after the previous owner had repaired our BMW E36 318IS Class II 2 …

Here you can clearly see that the repair panels applied by the previous owner to our BMW E36 318 IS Class II 2 were simply welded onto the old sills. This is particularly due to the distance between the two sheets, the cavities in which the rust has a wonderful breeding ground for growth. And what is even worse, as you can see from this, the problem of rusting has not been eliminated at all. The grate hole was closed by baking a sheet, according to the motto, what you can’t see isn’t there. However, this certainly does not apply to a vehicle restoration.

Rear jack support on our BMW E36 §18 IS Class II 2 before the repair

On the rear wheel arch on the passenger side, the outer sill was already completely through.

Here is the condition of the front jack support on the passenger side of our BMW E36 318IS Class II 2 before we started our repairs.

All of this can be found inside a sill

Due to the overall condition of the sill plate on the passenger side of our BMW Class II, we have decided to separate the entire sill on this side so that we can also free the areas and places that are then accessible from rust as completely as possible. The PUR rubber seal, also called anti-droning compound, can only be removed with great effort and smell.

The Side skirts on the passenger side of our BMW E36 318IS Class II 2 was completely separated at the welding points and the rusty metal sheets were removed.

The internal areas are then exposed and accessible for further rust removal.
The rear jack of our BMW E36 318 IS Class II 2, after we had completely removed the sill on the passenger side.

The same area and the jack support on the passenger side of our BMW E36 318 IS Class II 2, after the rust has been removed.

Here are the sheet metal parts on the passenger side that were removed from our BMW E36 318 IS Class II 2 and affected by the brown plague.

Here, too, the sandwich welding process

Of course, we have also treated the cavities of our BMW E36 318 IS Class II 2, which are now freely accessible on this page, by injecting them with rust converter.

Of course, we have also treated the cavities of our BMW E36 318 IS Class II 2, which are now freely accessible on this page, by injecting them with rust converters. Here you can clearly see how the injected rust converter drips off in the area of ​​the rear jack support.

Here you can see the still damp rust converter working in the cavity of the sill on our BMW E36 318 IS Class II 2. The areas affected by rust turn dark and later black.

The front area of ​​the inner sill on the passenger side of our BMW E36 318 IS Class II 2

The same spot on the rear right jack support after the applied rust converter had acted for 48 hours. You can clearly see the work of the chemicals.

Here, too, you can clearly see the changes.

The inside of the sills of our BMW 318Is Class 2

On the passenger side of our BMW 318 IS Class 2 we had nothing else to do than to separate the sill at the bottom of the floor pan by drilling open the weld seams and to separate it in the middle of the outside of the sill. The sheet metal underneath was simply too rusty due to the previous owner’s improper repair. After the injected rust converter worked for 24 hours, after a final assessment we were convinced that the rust spots had all been removed.

This is what our BMW E36 Class 2 looked like after treating the inside of the sills with rust converter.

On this picture you can see very clearly that we had removed the entire lower sill on our BMW Class 2 to make sure that we did not miss any rust spots.

Next up is the front frame box on the A-pillar on the passenger side of our BMW E36 Class 2.

This repair would certainly have been possible with manufactured metal sheets, however, with a view and speculation about the possible future increase in value and the expected and necessary time expenditure that we would have to spend to manufacture the metal sheets, we decided in favor of our BMW E36 Class 2 A complete repair sheet, which is currently still available from BMW under the order or part number 41118122562, and can be purchased for an affordable 26.94 € as of October 2019.

The repair sheet that we ordered for our BMW Class 2 with the BMW part number 41118122562 from the inside, here the water drains and the structure for stiffening, as well as the extreme thickness of the material from which the repair sheet for stiffening the body is made, are good to recognize.

Snapshot … our BMW E36 Class 2 after injecting the rust converter while dripping off. It is very important to adhere to the manufacturer’s exposure and drying times.
After we cut the inside of the cavities and the sill plate to be welded from the repair sheet, we painted them with special rust protection beforehand. This anti-rust paint contains metal particles and can be welded on. The advantage is clear, you do not have to bare the areas to be welded and the further advantage is that the metal particles melt during welding due to the temperature and seal the weld seam on the inside. This is how we want to ensure that our BMW E36 Class II does not rust again.

We perforated the repair sheet for the welds. The 4 holes in the middle of the sill that can be seen here are there to reconnect the B-pillar above with the new sill plate of our BMW E36 Class 2.

You should make sure that you use high-quality repair sheets. You not only see the difference, but you also save a lot of time. For the BMW E36 models in particular, many sill repair sheets are offered that do not have these oval cut-outs for the plastic plugs of the jack mounts. You then have to laboriously manufacture these yourself in hours of work, and if you don’t do it right, the stoppers won’t hold up later. For our BMW E36 Ckass 2, this was never an option.

It is particularly important that the sheets lie directly on top of one another during welding and that no gap can be seen. Also always the sheet metal only spot points and then go inside to a more distant place to weld and to carry out the welding work in a more or less circular shape to prevent the material from warping. This does not only apply to a BMW E36 Class II, but generally to all welding work on vehicles

From this picture you can see very well that the recesses on the jack mounts on our BMW Class II match exactly.

          Also on the inside of the frame on our BMW E36 Class II, the weld seams were sanded down so that it is no longer recognizable that a sheet was used here.

We have completely removed the front A-pillar frame on the passenger side of our BMW E36 Class 2 and inserted the original repair panel. The side plate was also just as thin as paper and no longer usable. Therefore we have completely removed it (hole).

View into the A-pillar frame on the passenger side of our BMW Class 2. Here you can clearly see that there is no longer any rust in the cavities.

The new A-pillar frame of our BMW E36 Class 2 on the passenger side, view from the front.

The new weld-in sheet metal of the lower A-pillar frame on the passenger side of our BMW E36 Class II. As in the factory, the factory welding points were drilled out and the new repair sheet metal was welded, primed and sealed again from exactly the same points on our BMW E36 Class 2.

         After completing the welding work on the sills and the A-pillar frame of our BMW E36 Class II, the vehicle was lowered back to
         the ground and the fender was provisionally fitted to adjust the gap dimensions.

As you can see in this picture, the gaps on our BMW E36 Class 2 are now perfect again and nothing can be seen of the rust and botch of the previous owner on the sills of our BMW E36 Class II.

The rest of the restoration and welding work in the rear area on the passenger side of our BMW E36 Class 2 can no longer be seen either. You can’t actually see anything of it anyway, as these areas will in future be covered by the BMW M package sill trims installed as standard on the CLASS II. But with a view to the future expected increase in value of the limited special model BMW E36 318IS ClASS II, this is decisive for the later valuation.

The lower area of ​​the sills on our BMW E36 CLASS 2, which will later be treated with overpaintable underbody protection or anti-droning protection and finally painted again in the body color of our BMW E36 318IS CLASS II “Alaska Blue”, as it was ex works we painted again with anti-rust paint. We did not treat the upper area outside with rust protection, as this area still has to be finely trowelled in order to achieve a perfect surface before painting.

Of course, we also carried out the same identical work on the driver’s side of our BMW E36 318IS CLASS 2.

This is where the effort on our BMW E36 Class II pays off if you would rather have exercised a little more time, accuracy and care when welding the sheet metal. You only need a very small amount of spatula and the time that you still have gained with fast welding is put back on at the end with spatula and subsequent welding.

On the other side, the driver’s side of our BMW E36 Class 2, we have also completed the welding work well and need a spatula. We then applied the already too much mixed spatula, which we did not need, to the inner frame, and then made it perfect again. You can’t see it and it’s unnecessary, but … that’s the way it is with enthusiasts.

Even in the engine compartment behind the washer fluid tank of our BMW 318IS CLASS 2, nothing of the welding work should be visible

Of course, the same affection is also given to the other side. With our BMW E36 CLASS II restoration, we want the body to be perfect.

The same place on our BMW E36 Class II, after which we sanded the previously applied spatula smooth again.

And here the other side of our BMW E36 318IS CLASS 2.

Even the very last bumps on our BMW E36 CLASS 2 are removed so that the final paint job is perfect. You will not see these spots at all later, however, because the plastic sills, which are attached to the white plastic clips that are easy to see in the picture, will be completely covered in the future.

Even the last minimal rust is removed from all parts of the body of our BMW E36 Class 2. The paint is really still top and it is really a shame to destroy it for a few scratches, after all you always try to keep as much of the original condition as possible during a restoration.

            This is also a typical spot on all E36s. On our BMW E36 CLASS II, too, slight rust has nested under the rubber windshields,
            which must now be removed again.

The same on the driver’s side of our BMW E36 CLASS 2.

So … the rear corner on the passenger side on the sill of our BMW CLASS 2 is perfectly smooth again.

The mask, or the part called kidney sheet metal, in our BMW E36 318IS CLASS 2 restoration, like all other parts, has only been replaced with original BMW parts.

These new original BMW E36 fenders will also cover the wheels on our BMW E36 318IS Class 2 again in the future.

Not only for a BMW E§6 318IS CLASS II restoration, but this generally applies to every restoration, even if I repeat myself, if possible, you should always use original parts from the manufacturer if you are looking to increase in value and not just daily use.

          The tailgate of our BMW E36 CLASS 2, which has been primed for years. The pre-cut holes for the distinctive rear spoiler of the special model BM

           E36 318IS CLASS II Motorsport International can be seen here in the picture.

The hood of our BMW E36 CLASS 2 had a few small stone chips. With other vehicles that are not restored, it would have been left that way. But we want to have an almost perfect vehicle, so we decided to paint the vehicle completely, including the roof.

Not even the previous owner could tell us what happened to the rubber from the window on our BMW E36 Class II. Since we also paint the roof, the rear window comes out and we replace all the rubber parts as well.

Now our BMW E36 CLASS II goes into the paint booth for the first time to apply the filler. After filling and sanding, the engine hood will be removed from our CLASS 2 for painting.

The tailgate, which has been borrowed from another BMW E36 318I for 3 years, has also been removed from our BMW CLASS 2 and is being stored because the donor vehicle has already been scrapped.

Auch die M Frontschürze unseres BMW E36 Class 2 wird nicht mit dem alten Lack belassen.

Interesting picture of the mounting holes for the holes for the front splitter holder, which is so characteristic of the BMW E36 318IS CLASS II, which are required for the distinctive front splitter or also called the spoiler sword.

On the front apron of the BMW E36 318IS CLASS II there are a total of 3 holders for the splitter, each with 2 mounting holes.

In this picture you can still clearly see the impressions of the holder of the spoiler sword of our BMW E36 318IS CLASS 2, which had been mounted there for 25 years.

Our BMW E36 Class II after applying the filler in the cabin

The sill on the driver’s side of every BMW E36 Class 2 is perfect again.

The passenger side is also fine again. This was the worst side of our BMW E36 318IS Classs II.

Due to the stone chips in the area of ​​the front part of the bonnet, it would not have been necessary to fill the entire bonnet. But we did it anyway to achieve the best possible result on our BMW E36 Class 2.

The front wheel arch ends are also fine again. The previous owner’s botch is nowhere to be seen on our Class II.

Everything back completely and in the state in which it should be compensated.

The bumper that was mistreated by the previous owner with the spray can, which was then sprayed over with the stone chips left underneath, was completely filled.

The grate on the rear end panel on the trunk, a typical spot on all E36s, can no longer be seen on our BME E36 Class II.

The original trunk lid of our BMW E36 318IS Class 2 was filled two years ago, but we wanted to make sure that the storage did not create an ugly area that we could overlook before painting. Therefore, we again only covered the trunk lid with a thin layer of filler.
The 318IS Class 2 has just been brought out of the booth by the filler to apply …

Now it’s time to fine-tune it with 800 wet sandpaper so that the surface is nice and smooth and our BWW 318 IS Class II looks nice again …

Nothing to see of the botch of the previous owner, the E36 Class II looks good again, even if you can’t see it later because the windshield washer fluid tank is above it …

The factory-installed tank flap of our BMW E36 Class 2 had a kink … now there is a green one … without a kink.

Now it’s safe … we were definitely able to save the tailgate of our BMW E36 Class II … The paint stripping and KTL coating was the best decision

The first add-on parts of our BMW E36 Class 2 are already painted

Nothing to watch from the botch. It was worth the effort. Our Class II should look tidy again, although you won’t see too much of it, because the air filter box covers all the work …

          On the other hand, too, where the washer fluid reservoir of our E36 Class 2 hides the work, you will probably not see too much of it later,
          so we quickly took a few more pictures …

The other parts of our BMW 318 IS Class II are also waiting for the rest of the vehicle to be finally painted so that the parts can be added.
The body of our BMW 318 Is Class II is now also painted.

Now our E36 Class 2 shines again in new splendor.

It’s hard to believe that this Class 2 once looked so “wild” ….

Now the whole Glass II sanded again with 2500 wet and …


The seals on our BMW 318 Is Class 2 on the sunroof, as well as all other seals that were removed, are all new and only come back on after polishing.

          Here, too, when the spoiler was dismantled, we found repairs “. The screw was obviously torn off, the sleeve was drilled out at an angle and the thread was cut at an angle …

The guide pins of the spoiler on our BMW 318 Is Class II were quite rusty.

The Spoiler Glass 2 Spoiler had jumped through the oblique hole on the side and had to be repaired.

Glass II spoiler lower part

All glue residue was …

laboriously removed on our Class II spoiler, the best way to warm it up with a hairdryer and rub it off with your fingers …

The last stubborn glue residue was removed with “sticker remover”.

Finally nothing can be seen of the repair of our Class II spoiler.


We sanded the sealing surfaces of the lower parts of the Class 2 spoiler smooth and filled them beforehand.

After painting, the area on the lower part of the Class II spoiler is smooth and tight again, so that no more water should penetrate, as was the case before.
The mirror caps of our Glass 2 were also repainted

In terms of paintwork, it is slowly reaching the home stretch. The painting work on our BMW E36 Class 2 is almost complete. Our BMW 318 Is Class II is first completely assembled to see whether all parts, nothing is broken or even missing. Later we will remove the engine, the chassis, the front and rear axles and the tank, all fuel and brake lines from the vehicle.

          The so-called spoiler corners, which are distinctive for the BMW 318 Is Class II, have also already been installed without the

The spoiler sword of the Class II, if it is installed extended, would have a gap.

You can still see the “318Is” lettering on our BMW E36 Class II

So now it’s the turn of the interior. The headlining of our BMW E36 318 Is Class II had also come off. It wasn’t hanging down properly yet, but it had come loose in places.

We have therefore reupholstered the headlining, the A and C pillars with the original fabric on our BMW CLass 2.
Only the recesses in the headliner are really difficult. But it is easier with a little practice.

          We have given our BMW Class II a small “upgrade”. He got an original shelf with a roller blind, which we also covered with the original BMW fabric. We have also retrofitted the original

          hooks in the roof. The left hook (part number 51161977027) is still available from BMW, the right hook (part number 51161977028) is no longer available.

The interior of our Class 2 has been significantly upgraded by the new upholstery of the parts and almost looks like a new car.

After a long break so that the paint could harden well, we left our BMW 318is Class II outside for the first dust wash.

Now the rest of the body of our BMW Class 2 can finally be polished and then the rest of the sealant applied

Then we dismantled the inside of our BMW E36 Class II again. The reason was to subject the vehicle to an extensive and intensive interior cleaning and to treat the doors with cavity preservation.

… Also the trunk of our BMW 318Is Class 2 ….

… of course both sides, so that the preservation runs into the wheel arches, with the E36 they tend to rust from the inside (E36 disease), especially with the early, before face lift models …

… and the trunk knew behind the seal … These rust on all BMW E36. Therefore, when buying, always check there to see how it looks under the rubber …

… In our BMW E36 Class 2 we used 5 of these cans and a further 12 doden fluid film preservation …..

We also just exchanged all rubber washers on the occasion, as all doors on our BMW E36 Class 2 were completely dismantled anyway …

…. We have also renewed the rear triangular windows on our BMW E36 318 Is Class II.

…. You should also keep an eye on the cover of the fuel pump and the tank sender, as with all E36s, our BMW Class 2 already had a slight rust on this …

… You should also open all lids and watch whether the grate has already established itself. These lids on the E36 have silicone seals and the rotten things go away after 20 years. Our lesson II is no exception either … Here only rust removal and sealing help …
…. We have retrofitted an original center armrest for our BMW E36 Class II ….

…. Since this was used, we of course reupholstered the armrest beforehand …

We have replaced the dreary entry guards on our Class II with original carbon entry guards as a retrofit kit.

So that we are sure that the new original model logo on our BMW E36 318 Is Class II is back in the same place as it was attached at the factory, we have printed out the instructions especially from the BMW TIS.

Now the time has come, with the affixing of the new original model lettering, the painting work is completed and the first and largest chapter “Bodywork – work and painting” on our BMW E36 Class II is officially concluded.

As a further gadget there was a brand new black original BMW coin compartment in its original packaging, which had been stored in a box of mine for over 15 years.

As a further gadget, we took the logo of the glove compartment emblem as inspiration and integrated the serial number of the Class II into the embroidery file and made a couple of very unique floor mats for our BMW E36 318Is Class II.

Now it’s the turn of the chassis and the add-on parts under the vehicle, according to the motto: Everything has to go!

As was to be expected, the brown plague has severely damaged the stiffening strut of our BMW Class 2, as is the case with all vehicles of the E36 series in our experience. It wasn’t too late, however. We completely freed them from rust and wasted two days on the inside and outside.

The underbody of our BMW Class II was inspected again more than 5 months after the welding and sealing work was completed. To do this, we removed the M-Tchnik side skirts again on both sides.
The newly installed side skirts on our BMW Class 2 can no longer be seen that they have been replaced and re-welded

Even with the newly inserted cross plate on our 318Is Class 2, it cannot be seen that the old plate was completely removed and a new one was inserted

Auch die neue Versiegelung und unsere BMW Klasse II ist nicht beim Aushärten Interessenissen. Diese sollten ein Mann immer im Auge behalten und ein Mal im Jahr auf Beschädigungen erhalten
The wheelhouse dome of our Class 2 was also cleaned and re-sealed

All brake lines and cables are also completely renewed.

Selbstverständlich hat unser Class II auch neue Haubenschlösser oben und unten bekommen. Auch der Haubenzug wurde durch Neue erstezt.

We then took stock of the chassis on our BMW 318Is Class II and saw which parts of the front axle could be replaced and which could be reconditioned.

We completely de-rusted the stiffening strut from the outside and also removed the loose rust film on the inside of the strut, as far as possible. This is not only a weak point on our BMW Class 2, but also rusts through from the inside in the entire E36 series. We were lucky and managed to save them. We dipped the entire strut in Fertan and then left it for 2 days.

We also roughly de-rusted the two brake caliper brackets of our BMW E36 318Is Class II with the screw and then treated them with mistake. The before and after can be clearly seen here

Here both holders of our Class 2 after derusting

After 48 hours of the Vertan treatment, both holders of our BMW E36 Class 2 are now black

Then we painted the halter with Brunox Rust Stop Transparent and then black with temperature paint.

A damper on our BMW E36 318Is Class II from the original, 26-year-old Bilstein suspension was completely rusted through on the spring mount, as you can see on the picture here. We got a new original Fahrwek, also from Bilstein, 3 years ago. But since we wanted to completely overhaul the axle anyway and only dismantled the vehicle to take stock, we decided to install 2 complete Koni struts that we had lying around for safety reasons.

The other damper wasn’t that bad, but still …

We also had rust on the trunk tub / spare wheel recess (a typical place on all E36s, our 318is Class II was no exception. Nothing serious yet, but you shouldn’t let it go and treat it immediately once it has started it usually very quickly …

…As you can see here. On the rear right side wall behind the tank pipe of our E36 Class II we found another “rust nest” There the “brown plague” had already eaten through to the rear and to the side wall … So we have to go again and two, albeit insert small bledhe. But for now we have freed them from rust and also treated with Fertan … In 48 hours it is rinsed with water and after drying, Brunox Epoxy Rust Stop is applied and then the sheets are welded in. To do this, however, the tank pipe and the rear bumper of our Class 2 must be removed or removed.

Of course we examined both sides of the back of our BMW E36 Class II. We can give the all-clear for the back right side … Everything is good …

On the back right side of our E36 318 Is Class II, we have also removed the factory-applied sealant from the area around the cavity plug and also removed the small spots there and treated them with Fertan … You can always find something … .

Now it’s the turn of the rear axle of our BMW E36 318iS Class 2. This will be completely revised. To do this, we got a complete rear axle from a BMW E36 320i from the scrap yard (on the E36, all rear axles of the sedan, touring and coupe models from the 316i to 320i are the same to make our work easier. We will close them, as in the picture see is completely restored and completely reassembled, so that we just have to exchange the axle.
The axle comes from a later model built in 1997, but is very rusted and in bad condition …
Wire brush really doesn’t help much with the E36 rear axle in this condition …
We pressed all tons of bearings out of our E36 rear axle and burned them out …
After 3 days in a lemon acid solution … the result can already be seen … at least a slight difference can already be seen
The rear stub axles of our E36 320i donor axle were also in poor condition … but they look like this on all E36s after all these years, if they have not already been extensively revised.
We also took the opportunity to remove rust from the brake carriers, but we will not use them on our BMW E36 Class 2 because we have already bought them new and are replacing them with the new ones, as are the anchor plates and wheel hubs
The rear spring mounts were bad too …
We will also remove rust from the brake calipers, we will not use them again, as we will of course replace them with brand new ones on our BMW E36 318IS Class 2
After 3 days in the citric acid, the axle beam looks quite acceptable ...
The rear spring mounts of the BMW E36 320i rear axle have also turned out quite well …
The brake carriers of the E36 320i brake ducts are also on the mend …
… nothing to see of rust corrosion …
The brake calipers of the E36 rear axle were only in the bathroom for 1 day … but very good …