welcome to the forums trahsub. you really can't go wrong with either car. they are both great. i bought a 95 968 8 months ago. im going to buy a 95 M3 by the end of summer, so i can use it as a daily beater & keep the 968 as a track rat/weekend warrior. i don't really want to sacrafice any performance(& the 95 M3 offers 98% of the 968's performance). but at the same time i need something i won't worry about as much when i go out and park the car on the street. i also need something more practical that can haul more then just one other person.
nice clean M3's & 968's pop up from time to time, you just have to be patient to find the right car. i suggest checking autotrader.com, ebay.com, cars.com, carbuyersmarket.com. for 968's, check the classifieds on this forum, 968.net & rennlist.com. for M3's check the classifieds on turnermotorsport.com & bmwcca.com.
as for buying an MO30 car. they are equip with slightly better brakes, upgraded suspension, & 17" wheels. just about every MO30 car i've seen had an LSD as well. on that same token, just about every 1995 968 i've seen was equip with an LSD. for about the same premuim you pay for an MO30 equip car, you can upgrade your suspension to better then MO30 specs. i ordered H&R springs, Koni adjustable yellow struts & shocks, & a KLA sturt tower brace for just under $1,000 including shipping. in short, i wouldn't limit myself to buying a car with MO30, as there are plenty of great clean cars out there without MO30, that can easily be upgraded to match and/or exceed MO30 cars in performance.
here are specs comparing a 1995 M3 5-speed Coupe to a 968 6-Speed Coupe.
from car & driver.
0-60: 5.6sec for both cars
0-100: 14.7(968), 14.8(M3)
1/4: 14.2@98(968), 14.3@98(M3)
top speed: 153MPH(968), 137MPH*(M3)
skidpad: .93g(968), .86G(M3)
70-0: 161ft(968), 158ft(M3)
curb weight: 3154(968), 3180(M3)
weight dist: 49.2/50.8(968), 49.7/50.3(M3)
top gear passing time: 30-50: 8.0(968), 8.1(M3)
top gear passing time: 50-70: 7.4 for both cars
observed fuel economy: 20mpg(968), 22mpg(M3)
price as tested: $47,177(968), $38,760(M3)
from road & track.
0-60: 5.9(968), 6.1(M3)
0-100: 15.2(968), 16.0(M3)
1/4: 14.4@97(968), 14.6@96(M3)
Top speed: 156MPH(968), 137MPH*(M3)
skidpad: .90g(968), .87g(M3)
slalom: 63.3(968), 62.8(M3)
60-0: 138ft(968), 120ft(M3)
80-0: 247ft(968), 217ft(M3)
curb weight: 3140(968), 3180(M3)
test weight: 3295(968), 3335(M3)
observed fuel economy: 18mpg(968), 24.6mpg(M3)
price as tested: $44,112(968), $38,430(M3)
968: 3.0L I-4 16V: 236HP@6200RPM/225lbs-ft@4100RPM, redline: 6700RPM
M3: 3.0L I-6 24V: 240HP@6000RPM/225lbs-ft@4250RPM, redline: 6800RPM(1st,2nd gear), 6500RPM(3rd, 4th gear)
968 MPG: 17/26
M3 MPG: 19/27
Car and driver highs/lows.
968:
-Highs: Boffo road manners, strong engine(for a four).
-Lows: Weaves like a water moccasin on lumpy pavement.
-The Verdict: Faberge-egg price, but a gung-ho road-eater.
M3:
-Highs: good looks, great torqu, superb sound, the right price.
-Lows: only 2000 coming this year.
-The Verdict: buy one before the news gets around.
road and track test notes.
968:
-The 968 posts a clear improvement over the 944 S2 in lateral acceleration(from .86g to .90g), but slalom speed is un-changed. Our 968's optional wide tires didn't offset its greater weight.
-The 968's extra 28BHP doesn't seem enough to account for its .8sec 0-60mph improvement over the 944 S2. The variable valve timing and wider torque band, though, give it an especially quick launch.
- Stretching the Porsche's legs at the track always gives insight to cars of this sort. Porsches possess a certain handling magic-somehow they just feel thougher and angrier the harder you drive.
M3:
-Through the slalom. the M3 reacts to quick left and right twists of the steering wheel with a flat stance, high grip and great precision. Still, it was hard to find a staisfying groove.
-With 51 more BHP than the 325i, and the same snickety shifter, the M3 accelerates to 60mph 1.4 seconds quicker. The straight-6 is extremely responsive, with great torque, but could use more peakiness.
-With tall 17-in. wheels and short, stiff 40-series tire sidewalls, the M3 nevertheless rides reasonably well. Inside, the seats are highly adjustable, but it's difficult to find a comfortable position.
