Driving the BMW E30 M3 Ravaglia: A Dream Fulfilled

My affection for it started years ago. Each morning on the walk to work, I passed one: an E30 M3. Its silhouette, stance, perfectly judged detailing, kidney grille (remember those?) and squared-off arches all had me hooked. That car sparked my passion for classic cars generally, and for the M3 above all.

It soon became the car for me: the one I wanted to own and drive more than any other. Then reality intervened, because they now command serious money. An E30 did eventually fill the gap, though. It is still a limited edition - one of just 400 made, in fact - but it is a Design Edition convertible. I love it dearly, even if it is not an E30 M3.

Why the BMW E30 M3 became an icon

Here is a question for debate: is this BMW’s most iconic model? Consider its legendary status, founded on remarkable motorsport achievements. Even 30 years after it left the circuits - doubtless to the relief of its rivals - it remains the most successful touring car of all time.

Photography: Olgun Kordal

The road-going versions existed solely to homologate the racing cars. That is authentic motorsport heritage. BMW originally intended to produce 5,000, but it spectacularly misjudged how many people would want one. When production ended in 1994, more than 15,000 M3s had been made.

They were not all the same, either. There were 12 E30 M3 variants in total, ranging from the standard 200bhp model of 1986 to the 230bhp 2.5-litre M3 Evo III of 1990. This example could arguably be the most special E30 M3 of them all. To mark the achievements of its dominant drivers, Johnny Cecotto and Roberto Ravaglia, BMW produced 505 Evo IIs. Of those, 480 were Cecottos, while only 25 were Ravaglias - the latter built exclusively for the UK market.

Driving the BMW E30 M3 Ravaglia

Now, one of those belongs to me. Seeing it parked in a lay-by on Exmoor leaves me thrilled, slightly daunted and nervous as well. Driving this car has been a long-held ambition, but how will my own car feel once I climb back into it?

It feels like blasphemy to say, but it kind of left me wanting a bit more

Amid all the anticipation, I had entirely forgotten that every original E30 M3 was left-hand drive. That takes a little getting used to, as does discovering its dogleg manual gearbox. Yes, 215bhp is modest by modern standards, but the 2.3-litre S14 is celebrated as one of the greatest engines ever made. I am expecting fireworks.

I cannot remember another car that has put such a huge grin on my face. My cheeks ache and I am wearing a ridiculous expression. I love its lightness and the excellent visibility; I enjoy the gearbox challenge and even the unusually angled steering wheel. Yet where is the performance? You need to search for it. Ravaglia must have driven flat-out everywhere. My main worry was returning to my own car and saying, “Bleh! this is NOTHING compared to the M3”, but I was surprised that the power gap was nowhere near as pronounced as I had anticipated against my uprated 2.5L engine.

Balance, steering and racing pedigree

It was the chassis, balance and steering that made the E30 such a formidable force, building the reputation it has carried for the past 36 years. Naturally, the M3 has moved on considerably since then. Its output has more than doubled while BMW has experimented with six- and eight-cylinder engines, turbocharging and even four-wheel drive. But that is not the way to create a legend. For that, you need to go racing.

My overall verdict? It seems blasphemous to admit it, but I was left wanting a little more. I came away conflicted, wondering whether later, less mythical M3s might actually be more enjoyable to drive. So, which side of the argument do I favour? I can make the case either way. I am hugely grateful for the chance, and I left with an enormous smile and the satisfaction of having driven an 1980s icon. Still, returning to my own car was not the traumatic experience I had expected. I have ticked that box and scratched that itch. For now, that is enough.