The M-B 190E 2.3-16 most directly compared to the e30 BMW M3, and rightly so, given the pair’s history of competition in DTM as well as the marketplace. But, the current market values of these special models has diverged; these days, e30 M3s are priced as high as a new hot hatch, while 2.3-16s can be had for common e30 money.
In light of this shift, the e30 318is presents an interesting alternative to the 2.3-16. Dual overhead cams, hydraulic lifters, timing chain, forged crank and rods, 10:1 compression, 4 valves per cylinder, and a tubular header from the factory raise the M42 engine in the 318is to the upper echelon occupied by the 2.3-16’s Cosworth-headed lump. A limited slip differential option further boosts the 318is performance credentials, but with no dog-leg gearbox or ground effects, it lacks the uniqueness integral to the experience of the 2.3-16.
As for driving dynamics, the 2.3-16 is easier to slide, yet slower to react due to its steering box. The 318is also reacts more quickly to throttle inputs, especially wide-open inputs broken only for shifts at the 6,300 RPM. Now, the sounds effects of the M42 are plenty satisfying – that is, until you’ve stomped on the 2.3-16. Wide open throttle in the M-B yields an intoxicating induction growl that is solely to blame for the 50% reduction in fuel economy whenever I drive Taylor’s car. You’d think the reduced pumping losses at WOT would be on your side…
Keep this up this is a truly great read.
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