A Father’s Day adventure, a 4th of July escape, or just a good reason to drive – whatever you call it, I persuaded my family to embark on a 180-mile road trip to Shenandoah National Park. The setting? A sweltering heat wave. The vehicle? Our trusty, high-mileage 1998 M3 five-speed sedan, boasting 252,000 miles. What could possibly go wrong on a short hop that, if you were exchanging currency for it, might cost you around 180 euros to us dollars? Well, almost everything started wrong even before we left.
E36 M3 on gravel parking lot
E36 M3 front view
E36 M3 rear view
This trip was nearly a non-starter. The day before our planned mountain drive, the M3 decided to leave me and the kids stranded – a first in our eighteen months of ownership. Thankfully, a set of jumper cables and a friendly Suburban in a shaded gravel parking lot brought the S52 engine back to life. We managed the short drive home for some diagnostics.
The question was: why wouldn’t it start? This is an S52 engine, after all, an engine that has seen plenty of care, including a head gasket replacement done in my own garage with the guidance of mobile mechanic Alex Garcia. Plus, we’ve tackled a host of preventative maintenance tasks to keep this M car running strong for years to come. After a quick check with a multimeter, the culprit was clear: the battery was done. No more holding a charge. Easy fix, right? A quick trip to Costco, and roughly the equivalent of 180 euros in “dollar-bucks” later, a new H6 AGM battery was installed in the E36’s trunk, complete with the missing vent tube. The adventure was back on track.
BMW E36 M3 new battery installation
While the Washington D.C. area baked in the upper 90s, the Appalachian Mountains, just 70 miles west, offered a welcome twenty-degree temperature drop, thanks in part to an approaching storm system. We’ve driven this route a few times in my 1991 318iS, but to mix things up, we decided to reverse our usual 180-mile loop. This time, we entered Skyline Drive at the Thornton Gap entrance and exited at Front Royal. This change gave the trip a fresh perspective on the scenery, especially for me, the driver responsible for precious cargo: my son Carter, daughter Avery, and wife Sara.
The drive to Thornton Gap on Route 211 was a blast. The road offered a series of perfectly banked sweeping turns, providing the day’s spirited driving highlight. The TC Kline single-adjustable coilover suspension, which Avery helped me install last winter – kudos to Avery! – delivered an ideal mix of comfort and performance. It absorbed bumps with ease while still inspiring confidence through every corner. Michelin Pilot 4S tires provided excellent grip, their limits communicated clearly through the open windows of our 90s-era sports sedan. The Euro-spec Boa Boa interior added to the nostalgic feel, keeping everyone comfortably in place.
BMW E36 M3 Boa Boa interior
Michelin Pilot Sport 4S tires on BMW E36 M3
Thanks to Avery’s fourth-grade “Every Kid Outdoors” pass, entry to Shenandoah National Park was free. Skyline Drive itself is a marvel of smooth, winding roads, though the 35 mph speed limit (and sometimes less) meant the rest of the morning was about relaxed cruising and frequent stops at scenic overlooks. With cooler temperatures and overcast skies, we stretched our legs with a 90-minute hike on the Traces Trail. This offered a deeper immersion into nature and a break from the S52’s exhaust notes, channeled through the Active Autowerke cat-back system. As someone sensitive to exhaust drone, I can attest that this system is exceptionally well-tuned.
Skyline Drive Shenandoah National Park overlook
Shenandoah National Park Traces Trail
Skyline Drive scenic view
As we descended the mountain towards Front Royal, the sweeping views of the Shenandoah Valley gave way to tighter roads. Snacks and water had kept us going, but lunch was calling. We made a stop at The Apple House, a Front Royal institution. Fueled by BBQ and armed with a dozen homemade apple cider donuts, we started our drive home just as a light drizzle began, further cooling the air.
The Apple House Front Royal
The straight drive home, with a car full of napping passengers, gave me time to reflect on my choice of vehicle for this family outing. For a long time, the E36 M3 didn’t particularly excite me. It felt like a “Meh 3” more than an M3. Visually, apart from the bumpers and side skirts, it lacked the distinctiveness of M cars before and after it. Performance-wise, the US-spec engine was often criticized as a weaker version of its European counterpart.
Then, a few years ago, my perspective shifted entirely. Like our reverse route, I did a complete 180 on my opinion of the US-spec E36 M3, with its understated styling and less potent engine compared to the Euro model. Channeling my inner Wayne’s World, I thought, “It will be mine. Oh yes. It will be mine.” After a patient search for a clean E36 M3 sedan with a five-speed manual, I found “the one” and haven’t looked back since.
BMW E36 M3 side profile
BMW E36 M3 front angle
While purists might highlight the US-spec E36 M3 as a diluted version of the Euro model, it still boasts significant M-specific upgrades over the standard E36. These include chassis reinforcements, enhanced brakes and suspension, M-specific bumpers and side skirts, interior refinements, and the S-code engine. The areas where the US-spec M3 differed from the Euro version were deliberate cost-saving measures, keeping the price around $35,000. This affordability, coupled with the BMW Car Club of America’s advocacy to bring the E36 M3 stateside, is largely credited with solidifying the M brand in North America.
Euro-spec E36 M3 AVUS Blue
Euro-spec E36 M3 engine bay
The most significant difference between the US and Euro-spec E36 M3s lies under the hood. Both initially featured a 3.0-liter engine, later upgraded to 3.2 liters. The 1995 US-spec M3’s 3.0-liter inline-six (S50) produced 240 horsepower, while the ’96-’99 M3’s 3.2-liter inline-six (S52) maintained the same horsepower but increased torque. In contrast, European E36 M3 engines featured individual throttle bodies and continuously variable VANOS. Early 3.0-liter Euro engines generated 286 horsepower, while the later 3.2-liter versions boasted an impressive 321 horsepower – a substantial power increase compared to their US counterparts. The post-1995 US-spec S52 M3s are sometimes jokingly referred to as “332i”s – a nod to BMW’s older naming convention that reflected engine size – due to their engine being closer in spirit to a high-performance version of a standard engine rather than a full-fledged S-code masterpiece.
Euro-spec E36 M3 S50B30 engine
US-spec E36 M3 S52 engine
The differences extended beyond the engine. Later Euro-spec M3s received a six-speed manual transmission, while the US remained with a five-speed. Euro-spec models also had stronger rear differentials to manage the higher power output. US-spec M3s also lacked features like floating brake rotors, glass headlights, and an oil temperature gauge found in the European versions, among other distinctions.
But, in the real world, does any of this truly matter? The US-spec M3 is a fantastic performer in its own right, offering a more motorsport-focused experience than a standard 3 Series. And ultimately, it’s what we got. The E36 3 Series generation strikes a great balance between classic analog feel and modern comfort – a balance that has become increasingly diluted in subsequent M3 generations. Driving one is engaging and exhilarating. I’d argue that the US-spec M3 is not only more reliable but also more affordable to maintain than the Euro-spec version. The number of high-mileage examples still on the road, some exceeding 500,000 miles, speaks volumes.
BMW E36 M3 on mountain road
As we pulled into our garage that afternoon, our M3 cooled down after a day of adventure, while we prepared for an evening celebrating Independence Day with friends. Our reverse 180-mile road trip to Shenandoah National Park only solidified my renewed appreciation for the US-spec E36 M3. It delivers true M-car spirit, wears its high mileage proudly, and brings a smile to your face. What more could you ask for in a car? Well, maybe individual throttle bodies, continuously variable VANOS, floating brake rotors, glass headlights, and an oil temperature gauge… but for around 180 euros to us dollars for a battery, it’s a pretty fantastic machine.
—Mike Bevels
