Review - BMW 3 Series
23 Jan 2009Viewed : 43,966 times
Today, the 3 Series is known for its outstanding dynamics, quality and prestige that come with the package. This year also marks the 33rd anniversary since the launch of the first 3 Series. Like how Ferdinand Porsche perfected his cars even with the engine in the wrong place, we'll take you through the years and several innovations that were pioneered since the 3's inauguration.
E21 - 1975 to 1983
Planet Earth was in the midst of recovering from the devastating oil crisis when the first 3 Series stood up with its four wheels on the ground, outside the Milbertshofen factory on the 2nd of May, 1975. The timing seemed just right, as everyone started looking for smaller cars. BMW was so proud of its 316, they even presented the car in the Munich Olympic Stadium.
It was anything but simple. The track control arms with independent spring strut suspension at the front and semi-trailing arms at the back were dramatically different, as were the disc and drum brakes. The steering was one of pioneering technology - an elastically mounted, rack-and-pinion unit.
 |
Later on, the 320 staple gained the "i" suffix, as well as a three-way catalytic converter and a five-speed manual. The recipe worked - sales had tripled in the first year, and had continued to climb despite another hike in oil prices in 1979.
When the six-cylinder 320 and 323i models were released, they grabbed the attention of many. The 323i gained its reputation quickly, thanks to its 143 bhp engine and 190 km/h top speed. It was technologically ahead of its time and even had a limited slip differential option.
 |
E30 - 1983 to 1991
Production of the E21 had just ended, and the perennial 3, 5 and 7 Series product line-up was ready to take flight, marking BMW's first upmarket thrust. Therefore it was expected that the 1983 318i was double the price of the original E21.
Significant aerodynamic improvements were made. For example, flush headlamps, a less angular grille and a gentle, sloping bonnet that gave the car a sportier look. Size was negligible, with its wheelbase growing a less than a centimetre coupled with a slight drop in overall length.
Together with a track width increased by an average of 35 millimetres, and larger, floating-calliper brakes, alloy wheels were introduced as an alternative to the standard 14-inch steel rims. A larger brake power assist unit with all-round disc brakes for the BMW 323i were once again, standard.
The front suspension was of a single-joint spring, sickle-shaped transverse control arm combination with a reduced rolling radius to minimise the negative forces that affect steering, while the rear axle incorporated semi-trailing arms with separate dampers and springs. The newly designed barrels provided a better comfort-handling bias over uneven road surfaces, while their compact design saw an increase in trunk space.
At the time of its launch, there was a choice of the two four-cylinder models - a 90 bhp 316 and a 105 bhp BMW 318i. The straight-sixes were made up of a 320i with 125 bhp and a 323i that had 139 bhp, with a sports suspension that was optionally available for all.
1984 also saw the introduction of a bigger engined option - a 325e. This featured a 2.7-litre, inline six-cylinder from the 528e sedan with "eta" technology. The eta name was synonymous then with high torque available from low rpm.
The 120 bhp it had wasn't exactly much, but did manage 0-96 km/h in 8.9 seconds.
In 1985, a new four-speed automatic, anti-lock four-wheel disc brake variant was seen, as was the four-wheel drive 325iX in Europe in addition to a convertible variant of the 325.
Then, BMW decided to rework the "eta," keeping its 84 mm bore, but reducing the stroke by 6 mm to 75 mm of the 2,693 cc engine. This meant a 500 rpm higher rev limit, which effectively pushed output to 168 hp and 222 Newton metres of torque. 0-96 km/h times for the car took just 7.4 seconds for the revised 325iS.
Most significant were the overall engineering results. Scores of journalists acknowledged the E30's newfound "tautness and responsiveness of the chassis," its willingness to change direction and of course, the neutral cornering stance. During the time, BMW was of course, gunning for quality and durability, all of which were traditional Mercedes-Benz trademarks.
Another significant development for the E30 platform was the first M3. Even until today, it's still a car that gives enthusiasts a tingle down their spine just talking about it.
At the end of the E30's run in 1994, over 2.3 million units were sold worldwide.
 |
E36 - 1990 to 2000
At this point of time, the E30 range comprised a full set of coupes, sedans and convertibles, and was the object of desire by many green-eyed competitors, all of whom tried to replicate the BMW recipe without success.
But it had come of age, and was faced with increasing amounts competition from other German manufacturers. Audi, for one, was already upping the stakes with their Audi 80 and 90. Both offered all-wheel drivetrains and upmarket, leather interiors, as well as a unique engineering quirk otherwise known as "that car with the engine in front of its front wheels."
Mercedes was also pushing hard with the perennial and ever-reliable 190E based on the W201 platform which was also available in a myriad of petrol and diesel engines.
Replacing the driving enthusiast's favourite would be very tricky.
So it was no surprised that the E36 was much bigger and longer. Its wheelbase measured in at 13 centimetres longer than an E30, freeing up passenger space in a stiffer shell while still retaining a perfect 50:50 weight distribution ratio.
And unlike the comfort-biased Mercedes-Benz and Audis, the suspension also bore new, sportier innovations with driving pleasure as the priority. It ran on a single-joint spring strut axle with transverse stabilisers up front, while the rear featured a central control arm and two transverse control arms arranged on top of each other, offering better camber-change-under-travel quality.
Both axles were fitted with double-pipe gas pressure dampers and for the first time, engineers designed the rear track to be wider than the front. A power assisted rack-and-pinion steering was now standard on the BMW 318i, as was tilt and reach adjustability.
Four-cylinder models featured disc brakes at the front combined with drum brakes at the rear wheels, while six-cylinder variants had discs all round. The BMW 325i came with ABS as standard, with an option for Automatic Stability Control (ASC).
Irrespective of the driver's accelerator pedal input, the anti-slip control system permitted only a limited amount of engine power to be conveyed to the drive wheels in order to prevent the wheels from spinning. From 1997, an improved version, the ASC+T, had additional braking intervention for stability, and was available for all BMW 3 Series models.
The 1993 M50 engine benefited from a redesigned 24-valve "VANOS" variable valve timing system, flattening the torque curve and boosting power to 189 bhp. This gave the 325i a 0-100 km/h time of just over 7 seconds.
Four-cylinder engines sold in Singapore benefited from aluminium, four-valve heads, with the 138 bhp 318i forming the main-selling model.
A new, compact 318ti had a shortened backside and semi-trailing arms from the E30. Intended to attract entry-level buyers, it was rather Spartan, and never really gained much favour amongst people, even in Europe.
The two-door 318iS Coupe made its debut in 1992, and the convertible two to three years later. And unlike the E21 and E30, the E36 wasn't just a welded up sedan. It was designed from the ground up, completely different from the A-pillar backwards. This was despite the reassuring family similitude.
Towards the end of 1996, the 325i gained a new 2.8-litre inline-six, and was now dubbed the 328i. It now had 192 bhp and more grunt (from 245 Nm at 4,200 rpm to 280 Nm at a lower 3,950 rpm). Strangely, the 1998 323i had the same, detuned 168 hp 2.5-litre engine, and was offered in the Coupe and Convertible.
 |
E46 - 1998 to 2005
Following the footsteps of its predecessor, the E46 3 Series comprised a new front end, widened fenders and a rounded roof line. Slits below the headlight lenses effectively highlighted traditional BMW quad headlight design.
At 272.5 cm, the wheelbase and overall length of the E46 barely grew. With a difference of only 2.5 cm, the car's track also stood at 60 mm wider. The extended wheelbase allowed the engine to be moved further back in the chassis, thus preserving its 50:50 weight distribution.
The weight of aluminium in the suspension went up to 20 percent, reducing unsprung weight even though basic running gear designs were similar.
But by this time, Mercedes-Benz and Audi had already caught up dearly with the advent of the C-class and A3 respectively. The lack of growth also meant that the E46 wasn't nearly bigger than its competitors in terms of passenger room.
But it was certainly unbeatable in the driving department!
Like no other car before, all fourth-generation BMW 3 Series' featured ABS, as well as a Cornering Brake Control system (CBC) that brakes each wheel independently so as to mitigate any spin.
All 3 Series vehicles now featured the ASC + T system, with Dynamic Stability Control (DSC), which was brand new at the time, optionally available for the 328i.
By monitoring the rate of yaw and lateral acceleration, it effectively kept all wheels on traction through bends by means of targeted brake intervention on individual wheels, as well as through a reduction in engine power. Since 2001, DSC has been a standard on all BMW 3 Series cars, including variants featuring a new version of BMW four-wheel drive technology.
As before, four-cylinder models were the tax-sensitive staple in Singapore, with the 318i being the new basic model. The inline-six aluminium block engines were lighter, had an improved Double VANOS and a dual resonance intake system. The 328i's 2.8-litre power plant was now capable of 195 hp at 5,500 rpm, and 279 Nm of torque at just 3,500 rpm. The 2.5-litre was now rated at 170 hp and 245 Nm of torque. Confusingly, it still carried the 323i tag in some countries.
Year 2000 saw the introduction of the 323 and 328 Coupe and Cabriolet models, just before a major technical upgrade around 2001, where the 2.5-litre engines were modified in order to boost output to 184 hp. The 2.8-litre grew to 3.0-litres in capacity, and was rated at 225 hp. Eventually, these engines filtered down to the coupe and convertible models.
The 2002 models received minor updates in appearance, with a revised front fascia and new tail lights being the focus of attention. However, hard-core BMW enthusiasts were disappointed with the revised, lighter steering.
The last E46 rolled out of the factory in late 2005. Brimming options and equipment, an electrically powered top was standard on the 325Ci cabriolet, and BMW's new SMG transmission was mated to the 3.0-litre models equipped with a Sport package. Performance and premium trims were now available, as well as a tyre pressure monitoring system that informed drivers of a flat tire.
But the E46 M3 was something else altogether
 |
E90, E91, E92™
2006 saw the arrival of a sedan and wagon designed under the superiority of Chris Bangle. To avoid complications, the E90 only referred to the sedan, while the E91, E92 and E93 pointed to the wagon, Coupe and Convertible respectively.
Upsizing was the order of the day. Wheelbase increased by 35 mm while its track was 29 mm wider. Depending on the model version, equipment and loading condition, load on the rear axle is between 48 and 56 percent.
Suspension wise, the front axle was characterised by double-joint tension rods and spring struts adapted from the 5 Series. Everything was now made entirely of aluminium. The five-link rear axle was completely redesigned, with five individual control arms for each wheel.
In the interests of safety, the brake system incorporated a continuous brake lining wear indicator that also calculates remaining mileage.
The dashboard was also a complete departure from the E46. Passengers remained snugly seated in the back, but we couldn't deny the increased knee room available than before.
Safety devices were more rampant than ever. Automatic Stability Control (ASC), trailer stability control and Dynamic Brake Control (DBC) all work together in order to maximise brake force under jam-braking. The ever-so-complicated Dynamic Traction Control (DTC) can now be selected in order to be less intrusive for enthusiastic drivers.
Another technological milestone was the Active Steering, which assured greater manoeuvrability at slow speeds along with an electronically activated counter-steering facility.
Most noteworthy was the introduction of BMW's twin-turbocharged inline-six to the 3 Series line-up which thankfully, retained the much treasured hydraulic power-steering. Consequently, the 330i with its naturally aspirated 255 bhp inline-six was discontinued just one year into its production cycle.
Initial reactions to the new 3 Series were mixed. Some felt it was fortunately spared the full workings of Mr. Bangle, but some argued that it was a necessary departure. But on the most part, most were glad to know that BMW's magic formula wasn't lost, even if some of it might have been diluted in today's plethora of electronic this and heavier that.
As of now, the E9x BMW 3 Series range consists of sedans, wagons, coupes and convertible models, with all-wheel drive available on almost all body styles. This culminated with the introduction of the stunning new BMW V8 M3, of which we shall elaborate more on very soon.
In the ever competitive premium market segment monopolised by BMW, Mercedes-Benz and Audi, the brand with the four rings has managed to attract the generalist-type demographic, while three-pointed star remains to be a symbol of status.
However, amongst all of these, the E90 series, like all BMWs, remains to be the singular most popular choice of car for the enthusiast who demands quality, comfort and above all, driving pleasure.
Today, the 3 Series is known for its outstanding dynamics, quality and prestige that come with the package. This year also marks the 33rd anniversary since the launch of the first 3 Series. Like how Ferdinand Porsche perfected his cars even with the engine in the wrong place, we'll take you through the years and several innovations that were pioneered since the 3's inauguration.
E21 - 1975 to 1983
Planet Earth was in the midst of recovering from the devastating oil crisis when the first 3 Series stood up with its four wheels on the ground, outside the Milbertshofen factory on the 2nd of May, 1975. The timing seemed just right, as everyone started looking for smaller cars. BMW was so proud of its 316, they even presented the car in the Munich Olympic Stadium.
It was anything but simple. The track control arms with independent spring strut suspension at the front and semi-trailing arms at the back were dramatically different, as were the disc and drum brakes. The steering was one of pioneering technology - an elastically mounted, rack-and-pinion unit.
|
Later on, the 320 staple gained the "i" suffix, as well as a three-way catalytic converter and a five-speed manual. The recipe worked - sales had tripled in the first year, and had continued to climb despite another hike in oil prices in 1979.
When the six-cylinder 320 and 323i models were released, they grabbed the attention of many. The 323i gained its reputation quickly, thanks to its 143 bhp engine and 190 km/h top speed. It was technologically ahead of its time and even had a limited slip differential option.
|
E30 - 1983 to 1991
Production of the E21 had just ended, and the perennial 3, 5 and 7 Series product line-up was ready to take flight, marking BMW's first upmarket thrust. Therefore it was expected that the 1983 318i was double the price of the original E21.
Significant aerodynamic improvements were made. For example, flush headlamps, a less angular grille and a gentle, sloping bonnet that gave the car a sportier look. Size was negligible, with its wheelbase growing a less than a centimetre coupled with a slight drop in overall length.
Together with a track width increased by an average of 35 millimetres, and larger, floating-calliper brakes, alloy wheels were introduced as an alternative to the standard 14-inch steel rims. A larger brake power assist unit with all-round disc brakes for the BMW 323i were once again, standard.
The front suspension was of a single-joint spring, sickle-shaped transverse control arm combination with a reduced rolling radius to minimise the negative forces that affect steering, while the rear axle incorporated semi-trailing arms with separate dampers and springs. The newly designed barrels provided a better comfort-handling bias over uneven road surfaces, while their compact design saw an increase in trunk space.
At the time of its launch, there was a choice of the two four-cylinder models - a 90 bhp 316 and a 105 bhp BMW 318i. The straight-sixes were made up of a 320i with 125 bhp and a 323i that had 139 bhp, with a sports suspension that was optionally available for all.
1984 also saw the introduction of a bigger engined option - a 325e. This featured a 2.7-litre, inline six-cylinder from the 528e sedan with "eta" technology. The eta name was synonymous then with high torque available from low rpm.
The 120 bhp it had wasn't exactly much, but did manage 0-96 km/h in 8.9 seconds.
In 1985, a new four-speed automatic, anti-lock four-wheel disc brake variant was seen, as was the four-wheel drive 325iX in Europe in addition to a convertible variant of the 325.
Then, BMW decided to rework the "eta," keeping its 84 mm bore, but reducing the stroke by 6 mm to 75 mm of the 2,693 cc engine. This meant a 500 rpm higher rev limit, which effectively pushed output to 168 hp and 222 Newton metres of torque. 0-96 km/h times for the car took just 7.4 seconds for the revised 325iS.
Most significant were the overall engineering results. Scores of journalists acknowledged the E30's newfound "tautness and responsiveness of the chassis," its willingness to change direction and of course, the neutral cornering stance. During the time, BMW was of course, gunning for quality and durability, all of which were traditional Mercedes-Benz trademarks.
Another significant development for the E30 platform was the first M3. Even until today, it's still a car that gives enthusiasts a tingle down their spine just talking about it.
At the end of the E30's run in 1994, over 2.3 million units were sold worldwide.
|
E36 - 1990 to 2000
At this point of time, the E30 range comprised a full set of coupes, sedans and convertibles, and was the object of desire by many green-eyed competitors, all of whom tried to replicate the BMW recipe without success.
But it had come of age, and was faced with increasing amounts competition from other German manufacturers. Audi, for one, was already upping the stakes with their Audi 80 and 90. Both offered all-wheel drivetrains and upmarket, leather interiors, as well as a unique engineering quirk otherwise known as "that car with the engine in front of its front wheels."
Mercedes was also pushing hard with the perennial and ever-reliable 190E based on the W201 platform which was also available in a myriad of petrol and diesel engines.
Replacing the driving enthusiast's favourite would be very tricky.
So it was no surprised that the E36 was much bigger and longer. Its wheelbase measured in at 13 centimetres longer than an E30, freeing up passenger space in a stiffer shell while still retaining a perfect 50:50 weight distribution ratio.
And unlike the comfort-biased Mercedes-Benz and Audis, the suspension also bore new, sportier innovations with driving pleasure as the priority. It ran on a single-joint spring strut axle with transverse stabilisers up front, while the rear featured a central control arm and two transverse control arms arranged on top of each other, offering better camber-change-under-travel quality.
Both axles were fitted with double-pipe gas pressure dampers and for the first time, engineers designed the rear track to be wider than the front. A power assisted rack-and-pinion steering was now standard on the BMW 318i, as was tilt and reach adjustability.
Four-cylinder models featured disc brakes at the front combined with drum brakes at the rear wheels, while six-cylinder variants had discs all round. The BMW 325i came with ABS as standard, with an option for Automatic Stability Control (ASC).
Irrespective of the driver's accelerator pedal input, the anti-slip control system permitted only a limited amount of engine power to be conveyed to the drive wheels in order to prevent the wheels from spinning. From 1997, an improved version, the ASC+T, had additional braking intervention for stability, and was available for all BMW 3 Series models.
The 1993 M50 engine benefited from a redesigned 24-valve "VANOS" variable valve timing system, flattening the torque curve and boosting power to 189 bhp. This gave the 325i a 0-100 km/h time of just over 7 seconds.
Four-cylinder engines sold in Singapore benefited from aluminium, four-valve heads, with the 138 bhp 318i forming the main-selling model.
A new, compact 318ti had a shortened backside and semi-trailing arms from the E30. Intended to attract entry-level buyers, it was rather Spartan, and never really gained much favour amongst people, even in Europe.
The two-door 318iS Coupe made its debut in 1992, and the convertible two to three years later. And unlike the E21 and E30, the E36 wasn't just a welded up sedan. It was designed from the ground up, completely different from the A-pillar backwards. This was despite the reassuring family similitude.
Towards the end of 1996, the 325i gained a new 2.8-litre inline-six, and was now dubbed the 328i. It now had 192 bhp and more grunt (from 245 Nm at 4,200 rpm to 280 Nm at a lower 3,950 rpm). Strangely, the 1998 323i had the same, detuned 168 hp 2.5-litre engine, and was offered in the Coupe and Convertible.
|
E46 - 1998 to 2005
Following the footsteps of its predecessor, the E46 3 Series comprised a new front end, widened fenders and a rounded roof line. Slits below the headlight lenses effectively highlighted traditional BMW quad headlight design.
At 272.5 cm, the wheelbase and overall length of the E46 barely grew. With a difference of only 2.5 cm, the car's track also stood at 60 mm wider. The extended wheelbase allowed the engine to be moved further back in the chassis, thus preserving its 50:50 weight distribution.
The weight of aluminium in the suspension went up to 20 percent, reducing unsprung weight even though basic running gear designs were similar.
But by this time, Mercedes-Benz and Audi had already caught up dearly with the advent of the C-class and A3 respectively. The lack of growth also meant that the E46 wasn't nearly bigger than its competitors in terms of passenger room.
But it was certainly unbeatable in the driving department!
Like no other car before, all fourth-generation BMW 3 Series' featured ABS, as well as a Cornering Brake Control system (CBC) that brakes each wheel independently so as to mitigate any spin.
All 3 Series vehicles now featured the ASC + T system, with Dynamic Stability Control (DSC), which was brand new at the time, optionally available for the 328i.
By monitoring the rate of yaw and lateral acceleration, it effectively kept all wheels on traction through bends by means of targeted brake intervention on individual wheels, as well as through a reduction in engine power. Since 2001, DSC has been a standard on all BMW 3 Series cars, including variants featuring a new version of BMW four-wheel drive technology.
As before, four-cylinder models were the tax-sensitive staple in Singapore, with the 318i being the new basic model. The inline-six aluminium block engines were lighter, had an improved Double VANOS and a dual resonance intake system. The 328i's 2.8-litre power plant was now capable of 195 hp at 5,500 rpm, and 279 Nm of torque at just 3,500 rpm. The 2.5-litre was now rated at 170 hp and 245 Nm of torque. Confusingly, it still carried the 323i tag in some countries.
Year 2000 saw the introduction of the 323 and 328 Coupe and Cabriolet models, just before a major technical upgrade around 2001, where the 2.5-litre engines were modified in order to boost output to 184 hp. The 2.8-litre grew to 3.0-litres in capacity, and was rated at 225 hp. Eventually, these engines filtered down to the coupe and convertible models.
The 2002 models received minor updates in appearance, with a revised front fascia and new tail lights being the focus of attention. However, hard-core BMW enthusiasts were disappointed with the revised, lighter steering.
The last E46 rolled out of the factory in late 2005. Brimming options and equipment, an electrically powered top was standard on the 325Ci cabriolet, and BMW's new SMG transmission was mated to the 3.0-litre models equipped with a Sport package. Performance and premium trims were now available, as well as a tyre pressure monitoring system that informed drivers of a flat tire.
But the E46 M3 was something else altogether
|
E90, E91, E92™
2006 saw the arrival of a sedan and wagon designed under the superiority of Chris Bangle. To avoid complications, the E90 only referred to the sedan, while the E91, E92 and E93 pointed to the wagon, Coupe and Convertible respectively.
Upsizing was the order of the day. Wheelbase increased by 35 mm while its track was 29 mm wider. Depending on the model version, equipment and loading condition, load on the rear axle is between 48 and 56 percent.
Suspension wise, the front axle was characterised by double-joint tension rods and spring struts adapted from the 5 Series. Everything was now made entirely of aluminium. The five-link rear axle was completely redesigned, with five individual control arms for each wheel.
In the interests of safety, the brake system incorporated a continuous brake lining wear indicator that also calculates remaining mileage.
The dashboard was also a complete departure from the E46. Passengers remained snugly seated in the back, but we couldn't deny the increased knee room available than before.
Safety devices were more rampant than ever. Automatic Stability Control (ASC), trailer stability control and Dynamic Brake Control (DBC) all work together in order to maximise brake force under jam-braking. The ever-so-complicated Dynamic Traction Control (DTC) can now be selected in order to be less intrusive for enthusiastic drivers.
Another technological milestone was the Active Steering, which assured greater manoeuvrability at slow speeds along with an electronically activated counter-steering facility.
Most noteworthy was the introduction of BMW's twin-turbocharged inline-six to the 3 Series line-up which thankfully, retained the much treasured hydraulic power-steering. Consequently, the 330i with its naturally aspirated 255 bhp inline-six was discontinued just one year into its production cycle.
Initial reactions to the new 3 Series were mixed. Some felt it was fortunately spared the full workings of Mr. Bangle, but some argued that it was a necessary departure. But on the most part, most were glad to know that BMW's magic formula wasn't lost, even if some of it might have been diluted in today's plethora of electronic this and heavier that.
As of now, the E9x BMW 3 Series range consists of sedans, wagons, coupes and convertible models, with all-wheel drive available on almost all body styles. This culminated with the introduction of the stunning new BMW V8 M3, of which we shall elaborate more on very soon.
In the ever competitive premium market segment monopolised by BMW, Mercedes-Benz and Audi, the brand with the four rings has managed to attract the generalist-type demographic, while three-pointed star remains to be a symbol of status.
However, amongst all of these, the E90 series, like all BMWs, remains to be the singular most popular choice of car for the enthusiast who demands quality, comfort and above all, driving pleasure.
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