Mantenere

Non sono ricco....
Però, rispetto alla carrera4 del '98 che avevo prima, almeno ad ogni tagliando non devi dare il "sedere".....

 

Ciao Dane91, da possessore di un mdirti qualche cosa per quello che mi riguarda..
E' una macchina veramente UNICA, e con questo 3 e 46 posso non voglio dire una frase fatta come all apparenza puo' sembrare, ma è davvero una macchina come non ce ne sono altre nel suo genere.. E' un auto, oltre che bellissima, molto affidabile.. Io ora non so se tu lavori, quanto guadagni ecc ecc però per quanto riguarda il mio caso posso dirti che non è una macchina da poter usare tutti tutti i giorni, ma è una macchina da fine settimana o per lo meno da usare (un pò si e un pò no).. Insomma dovresti avere una macchina in sostituzione a quella.. I costi maggiori sono il bollo ed i taliandi secondo me.. Da me in Sardegna il bollo costa circa 887 euro all anno, per i tagliandi invece posso dirti che dipende da ciò che le dovrai far fare, ossia tagliando "semplice" (cambio olio, filtro, microfiltro) circa 300,00 €.. Mentre il tagliando "completo" (olio, filtro, microfiltro, cinghia e tutto il controllo generale dell auto) ti viene a costare tra i 750,00 e gli 850,00 € circa (alla bmw di Cagliari)..
Fai conto che i tagliandi vanno fatti ogni 25000 km piu' o meno ed è sempre meglio farli puntualmente, senza sgarrare troppo. Per quanto riguarda l assicurazione invece, per quanto mi riguarda, non la trovo una spesa eccessiva, si aggira tra i 900,00 e i 1200,00 € annui (a seconda della classe alla quale appartieni e soprattutto se oltre all rca classica ti fai aggiungere furto, incendio, atti vandalici, rottura cristalli) io ad esempio nella mia assicurazione ho tutte queste cose appena elencate, quindi il "pacchetto completo" diciamo... Per le gomme vale lo stesso discorso in quanto, non usando la macchina tutti i giorni, hai tempo per godertela senza cambiarle subito. Cmq sia i costi si aggirano intorno ai 900,00 euro (gomme medie) e i 1200,00 € (gomme buone)..
Una cosa è cmq certa, mettersi un cappio al collo per un automobile QUALUNQUE ESSA SIA non ne vale la pena, quindi prima di prendere un eventuale decisione sull eventuale acquisto bada bene a cosa stai comprando e se te la puoi davvero permettere.. Per il resto, comprane una che sia appena gommata, tagliandata sempre ed esclusivamente alla bmw e con tagliandi regolari e che non abbia ancora raggiunto i 100000 km per il semplice motivo che quando la andrai a rivendere, comprandola con 70/80000 km la puoi rivendere anche a 100/120000 km, comprandola già con 100000 km la rivenderai con almeno 150000 km.. Quindi avrai di conseguenza maggiore difficoltà a rivenderla.. Dette queste cose posso solo dirti di farti bene i conti in tasca prima di un qualsiasi acquisto e soprattutto, se vuoi un auto potente, bella e sicura, vai a colpo sicuro con l m3 e46.. Non prendere altro, almeno che tu non voglia un auto con dei costi inferiori, sia di acquisto che di manutenzione...

 

direi che quoto e ti suggerisco di venire a provare la mia

poi sul prezzo ci mettiamo d'accordo

 

Cavolo davvero mooooolto bella COMPLIMENTI!!! peccato che la stia vendendo, immagino ti pianga il cuore...

 

Bè sì, consumava come una portaerei, ma con qualche modifica fatta dal carburatorista andava una meraviglia.

In topic La mazda mx5 ( alias Miata) è la fine del mondo..un cambio corto corto con innesti precisi, poi diff. autobloccante, leggera, 160cv..
Anni fa guidai il vtec honda 160cv su civic 1992..auto dapista, tira come una moto fin lassù, ma non è molto sfruttabile nella guida quotidiana.

 

http://www.bmwpassion.com/forum/showthread.php?t=150775

Ti ho trovato l'auto.
Contento??

 

OTTIMO CONSIGLIO!!!!!!!!!!!!!!

 

Allora cos'hai deciso?

 

Citazione:
Originalmente inviato da Dane91
ciao ragazzi...volevo ringraziare tutti per come avete preso la mia richiesta,siete stati davvero gentilissimi.......davvero grazie.....

se ti interessa un M cabrio...

 

La E30 è stato veramente un ottimo consiglio! poco capitale impegnato. poca manutenzione. poca o nulla la svalutazione. e tanta cavalleria alla vecchia maniera. Sinceramente io mi giro di più a guardare che passa un bel E30 messo in buone condizioni originale piuttosto che un E46. quasi quasi.......ci faccio un pensierino anche io

 

Ma per quello che mi riguarda cercherei quella M3 E30 in serie limitata che fecero con motore 2500 e più cavalli che ora non ricordo quanti per l'esattezza. Che bestia di auto e che ricordi riaffiorano. A quei tempi mio padre aveva una renault 21 2LT Turbo, quante sveglie prese da quella M3. Ma era l'unica a parte il sierra coswort a dargli del filo da torcere. Comunque l'aspirato mi è sempre piaciuto di più

 

Ceccotto?

 

no la ceccotto era 2300, la sport evolution era 2500. per prenderla ora ci vogliono solo più di 30000 euris.... a trovarla

 

Bravo! proprio la SPORT EVOLUTION......bella! Sapevo che era un po difficile trovarla ma non che fosse valutata tanto. Certo che a pensarci bene ne furono fatti solo 600 esemplari per tutto il mondo

 

ormai l'M3 e30 è andata a prezzi davvero alti, in rapporto ad altre BMW

 

Cosa aveva di particolare la M3 E30 ceccotto?
Ho visto ora qualche foto ma mi sembra identica

 

Meglio che ti risponda chi ne sa di più.:wink:
Ceccotto era un pilota rally(??) e la versione era limitata a suo nome: cosa avesse di più, proprio non lo so...

 

riporto le caratteristiche delle varie serie speciali M3 e30:
Were there any special editions of the E30 M3?
There were seven special editions of the E30 M3. Three were homologation specials known as the Evoultion I, Evolution II and Sport Evolution. The remaining four were based more closely on regular production models, but had special cosmetic features. These editions were called the Tour de Corse, Europa Meister 88, Johnny Cecotto and Roberto Ravaglia. What distinguishes an E30 M3 Evolution I?
The initial E30 M3 Evolution was created to homologate refinements to the E30 M3 designed to make it more competitive in its competition guise. The main mechanical alteration was a revised cylinder head, distinguishable by an "E" cast into it, though peak power remained unchanged from the standard non-catalyst M3 at 200 hp (DIN). The model is otherwise identical to a standard European-spec E30 M3 and lacks a numbered dash plaque or any other identifying feature to denote this special series. It is thought that 505 examples were produced in the Spring of 1987. What distinguishes an E30 M3 Evolution II?
The E30 M3 Evolution was followed by the E30 M3 Evolution II, all of which were built in the Spring of 1988. Unlike the first Evolution, the E30 M3 Evolution II has significant mechanical upgrades over the regular M3. New pistons raised the compression to 11:1 (from 10.5:1), the air intake was improved, the flywheel lightened and the engine management revised. Power increased to 220 hp, torque to 181 lb/ft, both at the same rpm as the standard E30 M3. These engines have cam covers painted in white with the tri-color Motorsport emblem.The close-ratio gearbox carried over unchanged, though the final drive was reduced slightly from 3.25:1 to 3.15:1.

There were no alterations to the chassis or brakes, though the larger 7.5x16-inch wheels with 225/45ZR16 tires (as fitted to the Evolution I) were standard, along with the deeper front airdam, additional rear spoiler and front brake cooling ducts in place of foglights from the Evolution I. In addition, thinner glass plus a lightened trunk lid and bumpers reduced weight by 22 pounds.

The E30 M3 Evolution II was available in only three exclusive exterior colors: Misano Red (236), Macao Blue metallic (250) and Nogaro Silver metallic (243). The sole interior choice was Silver cloth with matching leather bolsters. Both the front and rear seats were fitted with the tri-color M lapels (as used on the E28 M535i/M5), plus the the special M dead pedal and door sill plates with the "M3" insiginia from the first M3 Evolution model. Finally, a center console-mounted plaque denoting the specific number of each example out of 500 was fitted to every Evolution II. What distinguishes an E30 M3 Sport Evolution?
The E30 M3 Sport Evolution, produced in late 1989 and early 1990, was the most extensively modified of the three E30 M3 Evolution editions. The cylinder bore was increased to 95mm (from 84mm) and a long-stroke crank was added to boost displacement to 2,467cc (from 2,305). In addition, the valves were enlarged and a more aggressive cam was fitted. Special nozzles sprayed oil under the pistons to keep them cool. All Sport Evolution motors were equipped with catalysts. The end result was a power increase to 238 hp at 7,000 rpm, though peak torque decreased slightly (over the Evolution II) to 177 lb/ft at 4,750 rpm. These engines use the regular black cam cover but have red spark plug wires. The gearbox remained unchanged but the 3.15:1 final drive was fitted.

Like the Evolution II, the Sport Evolution has thinner glass, a lighter trunk and bumpers, and brake cooling ducts in place of foglights. In addition, it also has a smaller fuel tank. For homologation purposes, the Sport Evolution has unique front and rear spoilers with adjustable extensions for greater downforce, even wider front fenders, and reprofiled grille slats with sealed gaps for better aerodynamics, all of which have negligible effect on the street. The M3 Sport Evolution also sits 10mm lower than the normal E30 M3.

The Sport Evolution was only offered only in Jet Black (668) with red bumper stripes or Brilliant Red (308) with black bumper stripes. The wheels are the same 7.5x16-inch cross-spoke items used on other Evolution models, but the spokes are painted a darker Nogaro Silver. Comfort items such as power windows, a sunroof, on-board computer and air conditioning were all deleted in order to keep weight down, though they could be ordered as options. Even the interior map lights and grab handles were deleted. Recaro sport seats with integrated headrests were standard in Anthracite M cloth. Black leather with the M tri-color logo was an option. A suede-covered M Technic II steering wheel, shift knob and parking brake handle were included along with red seatbelts. Door sill plates with color "M3" insignias were added and a special plaque denoting each car as a Sport Evolution appears on the center console (though it does not include the unique number of each example out of the 600). What distinguishes an E30 M3 Tour de Corse?
Though not considered an "official" model by BMW AG, the E30 M3 Tour de Corse was a special edition of the M3 Evolution I created by BMW France exclusively for the French market to celebrate the win of French drivers Bernard Beguin and Jean-Jacques Lenne in the Tour de Corse rally. The Tour de Corse model shares the "E-stamped" cylinder head, 7.5x16-inch cross-spoke alloy wheels, M dead pedal and special door sill plates featuring the "M3" logo with the Evolution I. However, unlike the Evolution I, the Tour de Corse does not feature the extended front airdam, additional rear lip spoiler or brake cooling ducts in place of fog lights. Instead, it is cosmetically identical to the standard E30 M3 aside from two "Tour de Corse" badges, one in place of the standard M3 badge on the grille and another on the left side of the trunk lid.

Inside, the Tour de Corse includes tri-color M stripe lapels on the front and rear seats and a numbered plaque on the center console bearing the signatures of Bernard Beguin and Jean-Jacques Lenne. It is thought that 200 examples of the E30 M3 Tour de Corse were produced within the series of 505 cars that make up the entire Evolution I production. All were Diamond Black metallic (181) with a Black leather interior and equipped with the power sunroof, on-board computer II, interior headlight adjustment and headlight washer/wipers. What distinguishes an E30 M3 Europameister?
BMW decided to celebrate the dominance of the E30 M3 in the 1988 Touring Car season with a limited run of 148 "Europameister" edition road cars built from October through December of that year. Based on the regular production M3 with the 195-hp catalyst-equipped engine, these were all painted in special Macao Blue metallic (250). Most received a Silver extended Nappa leather interior with hide covering the center console and special diagonally-pleated door panels, plus M-stripe lapels on all four seats. A complete Silver Nappa leather interior (including the entire dashboard, glovebox door and steering wheel) was offered as a rare (and expensive) option. In addition, the Europameister was given the larger 7.5x16-inch alloy wheels, door sill plates with the "M3" insignia and an "M" dead pdeal. A special plaque on the center console reads "Europameister 1988 auf BMW M3" and is signed by driver Roberto Ravaglia. What distinguishes an E30 M3 Cecotto?
In order to celebrate the many competition victories of factory driver Johnny Cecotto, BMW produced a speical version of the E30 M3 during 1989 that was named in his honor. This model introduced the 215-hp version of the 2.3-liter S14, still rated at 170 lb/ft of torque, though now at a slightly lower 4,600rpm. This engine, which would become standardized on European-spec M3s beginiing in September of 1989, can be identified in the Cecotto by its body-color cam cover.

The M3 Cecotto was offered in the same three exterior color choices as the M3 Evolution II: Misano Red (236), Macao Blue metallic (250) or Nogaro Silver metallic (243). In addition to the Evolution II front and rear spoilers, it is further distinguished by its thinner rear window glass and 7.5x16-inch wheels with unique black centers. However, unlike the Evolution II, the Cecotto does not include the front brake ducts in place of foglights.

On the inside, the Cecotto has the standard M3 sport seats, though these are generally trimmed in a special Anthracite or Silver M-Technic cloth with Bison leather bolsters. As an alternative, Black extended Bison leather, Black extended Nappa leather or Silver extended Nappa leather could be specified at extra cost. All Cecotto editions were further equipeed with the power sunroof, on-board computer II and internal headlight adjustment as standard equipment. Additional special features included door sill plates with a color "M3" insignia, a green-tinted windshield band, an illuminated shift knob and a plaque on the center console that displays the signature of Johnny Cecotto, as well as the exclusive number of each car out of 505. (In fact, only 480 Cecottos were built, the other 25 being nearly identical Ravaglia editions see below).

In addition to the initial 505 Cecotto and Ravaglia editions, the Swiss market also received a special series of 50 additional E30 M3 Cecotto models in late 1989 and early 1990. These are identical in every way to the normal Cecotto edition model aside from being fitted with a special 211-hp (DIN) version of the S14 motor tailored for Swiss emissions regulations. Being 1990 models, they are also equipped with the later M-Technic II steering wheel. A unique center console plaque that bears the signature of Johnny Cecotto, but is not individually numbered. The Swiss Cecotto models do not contain a unique VIN sequence, but are instead included within the standard E30 M3 range. What distinguishes an E30 M3 Ravaglia?
Instead of the E30 M3 Johnny Cecotto edition, the U.K. received only the E30 M3 Roberto Ravaglia edition, which was essentially an identical car except for the signature of another BMW factory race driver on the numbered plaque. Only 25 were built.

 

Grazie, mi sei stato di grande aiuto.Non pensavo minimamente che fosse lui eppure sono motociclista. JOHNNY ALBERTO CECCOTTO nato il 25 gennaio del 1956 a Caracas in Venezuela, campione del mondo di motociclismo classe 350 nel 1975, campione del mondo di motociclismo classe 750 nel 1978. Pilota della Minardi nel 1981 in formula 2 e della March nel 1982 collezionando un secondo posto. Nel 1983 diventa pilota di Formula 1 e nel 1984 gareggia a fianco ad Ayrton Senna ma poi subì un grave incidente e dovette abbandonare le corse. Torna nelle corse nel 1998 con la bmw nel campionato Gran Turismo vincendolo.