2003 BMW 325i Reviews

The mainstay of the BMW range has been given some extra weapons to take into what has become a close-fought battle.For 35 years, the 3 Series has been the benchmark for the prestige medium-sized field - and last year notched up 37 per cent of BMW's sales here. But in recent times it's had to fight harder against the Audi A4 and sales leader Mercedes-Benz C-Class - which launched a new assault last month. That doesn't worry BMW, spokesman Toni Andreevski says."We're very happy with how the 3 Series has performed in the segment over the past 36 years," he says. "We don't pay attention to a few months' worth of sales figures."However the 3 Series has recently been well-positioned to claw back some territory with package and price adjustments.The main attention in the range has been given to the 325i sedan tested here, which has wiped $5000 off the price tag and added nearly the same amount in extra kit by making the Innovations package standard - giving you premium nav, voice control, high-beam assist bi-xenon headlights with washers, and power folding exterior mirrors with anti-dazzle function.That gives the 325i a price of $71,900 for the manual, and a 'more for less' benefit of 11 per cent. But it's worth shopping it against the $59,700 BMW 320d and looking at adding in the extra spec options - thus saving 2.5L/100km with the diesel's better economy while getting the extra torque benefit.The $67,900 C-Class C 250 and $69,300 A4 2.0T quattro both have less power but more torque than the 325i. They also have slightly more boot space, and the Audi wins in usable rear seat room - something to consider if the kids are growing.It's a handsome body and face, but not outlandish. And that means while there's a new look coming next year, the current one will still look good in traffic for a while to come. The interior is a different matter, where even the contrast of real metal accents against the dark dash of our test car wasn't enough to prevent it feeling outdated.We liked the roomy boot, but would have welcomed better design for storage around the cabin. The door pockets are miserly, the multi-level centre console bin is annoying and the pop-out dash cupholders - which position your coffee for the optimum trajectory toward your lap - are just plain scary.The 325i gets a 2.5-litre inline six-cylinder with 160kW of power and 250Nm of torque put to the rear wheels via either a six-speed manual, or the six-speed auto on the test car.Worth comment - since it used to be commented on so adversely - is the nav, entertainment and information 'command central' iDrive system, which has over time been simplified and become much more user-friendly.It's got five crash-rating stars, six airbags and any number of safe-tech acronyms. But no spare - which is not a problem with the run-flat tyres as long as you stay within city limits. Pot(hole) luck in the country.The 325i is far from the most powerful in the line-up - that gong of course goes to the M3 end of the range -- and it's not the most economical. But it's also far from being the runt of the litter, and for those who want to stick to a middle-position petrol engine it offers a good prospect.There's enough torque on offer to tickle it along respectably, and the majority of buyers will never be dissatisfied with the reserves. The ride is a good balance between cushioned compliance and a dose of firmness that avoids wallowing, and the cabin's level of hush probably has official librarian approval.But the real pleasures of the car are in the driving. While the M3 will out-track it, the 325i offers great everyday handling, responsive steering and a smooth-shifting automatic transmission.Whether you're crawling in the city, or cruising in the country, this car will keep you comfortable and contented.

It takes a while for BMW to effect a mid- model change because they are staggered to happen over a period of up to two years. That's why we are only seeing the mid-model upgrade to the 3-Series Coupe and Convertible now while the sedan model went through its changes about 18 months ago.And essentially, the sedan changes are reflected in the 3-Series Coupe and Convertible.  That means a new visage - new grille, lights with eyebrows, bumper changes and something similar at the back. Changes have been made to character lines on the body and the car's overall appearance has been lifted with new colours and wheels.MechanicalIn line with the modest exterior changes are a range of engine upgrades that yield better fuel economy and more power.  Across both Coupe and considerably more expensive Convertible ranges there are two turbo diesels in 2.0-litre four and 3.0-litre six cylinder while the petrols are a 2.5-litre naturally aspirated straight six and a 3.0-litre twin-scroll turbo six in the 335i Sport that replaces the earlier twin turbo engine.This engine has the same power (225kW) and torque (400Nm) as the twin-turbo but delivers maximum torque at a low 1300rpm and uses less fuel into the bargain.  The 335i Sport only comes in M Sport spec' and is available with a seven-speed double clutch "manumatic" transmission as well as the standard six-speed manual.The entry level diesel 320d Coupe ($65,600) gains 5kW to 135kw and 30Nm to 380Nm and is available with a six-speed manual or optional six-speed auto with sequential change.  Other engine have been tweaked for improved economy and lower emissions but are essentially the same as before.Suspension changes offer a new damper with softer initial ride qualities increasing stiffness as more demands are made on the car.  Upholstery upgrades include a sun reflective treatment on the Convertible's seats that keeps them cool on hot days in direct sunlight.Drivetrain and PricingVarious option packages are available across both Coupe and Convertible ranges that include the Innovation Package and the M-Sport Package.  We drove most of the new variants last week and all have characteristic BMW traits like sporty dynamics and a solid feel on the road. The 335i Coupe is approaching earlier six cylinder M3 performance levels and is capable of putting away a 0-100kmh sprint in the low 5.0 second bracket.It has impressive throttle response from extremely low in the engine rev range and sings sweetly up to the 7000rpm redline.  Even the 330d is good for a low 6.0 second split.  The cars have superb dynamics even in Convertible form which bears a weight penalty of up to 150kg.The segmented hard roof on the Convertible takes less than 20 seconds to retract or deploy and when place, looks almost the same as the Coupe model.VerdictPerformance from the other models is similarly impressive - they are great to drive While it would be great to have the 335i in your garage, the reality is that the entry level 320d in auto would do the job just as well around town with the added benefit of being able to cover 1000km on a tank driven carefully and it's a decent performer too.  It's the one we'd buy.BMW 3 Series Coupe and ConvertiblePrices: 320d $65,600 (coupe), $78,500 (convertible); 325i $84,900, $98,700; 330d $94,700, $107,700; 335i M Sport $116,700, $129,900; M3 $158,300, $176,700; ($2965 for 6-speed auto on 320d and 325i, standard on 330d; $3500 for 7-speed double clutch option on 335i)Engines: 1995cc 4-cylinder turbo diesel (320d); 2497cc straight 6 petrol (325i); 2993cc straight 6 turbo diesel (330d); 2993cc straight 6 petrol (335i); 3999cc V8 petrol (M3)Transmissions: 6-speed manual with auto stop-start (320d, 325i, 335i, M3), 6-speed automatic (320d, 325i, 330d), 7-speed DCT (335i, M3 with auto stop-start).

While there are subtle interior and exterior design changes, there is also a host of extra features and some improvements in engine performance and economy.Price and positionPrices start from $65,600 and are up as much as $1440, but BMW Group Australia corporate communications manager Piers Scott says that is due to the extra features. Scott expects diesel uptake to increase "substantially" across the coupe/convertible range."Sports coupes and convertibles are the last bastion for diesels, but the exhaust note on this is so good, it will attract people," he says.MechanicalThe top-of-the range 335i coupe and convertible are the latest models to switch from bi-turbo to single twin-scroll technology, leaving the Z4 35is and 35i as the only BMWs still with bi-turbos. Power and torque remain the same at 225kW and 400Nm, but there is an eight per cent reduction in fuel consumption thanks to the twin-scroll turbo.The 335i models now get the M Sport package as standard equipment. It was previously a $2760 option. For those who don't like the hard suspension, it can be deleted at no extra cost. BMW Group Australia 3 Series product manager Alan Swanson says the coil spring dampers in the M Sport suspension package have been replaced by disc spring valve types for a more compliant ride. It makes a difference and overrides the harshness of the run-flat tyres that are standard across the range.Unfortunately, the new dampers don't come with the M Sport suspension package in the convertible, which is the body style that most needs a more compliant ride to reduce scuttle shake.The M sport package is also available in the 320d, 325i and 330d as before, with largely the same inclusions, but slightly different trims. The new 320d models are now available with a manual transmission and all manuals across the range feature stop/start technology as well as the M3 with double-clutch transmission.BMW claims the technology delivers fuel savings on the 320d manual coupe of 0.8 litres per 100km. That is despite the diesel engine pumping out an extra 5kW of power and 30Nm of torque (135kW and 380Nm).Scott says they were unsure how many customers would opt for manual transmission to get the stop-start feature. "It may be a surprisingly high proportion, but we don't have an exact target as yet," he says.Equipment and designStyling changes are minimal and only the BMW anorak will notice. And while there is the same number of models available as before, there is now an Innovations Package available for the 320d, 325i and 330d that includes a range of LED light features, adaptive headlights and satellite navigation, while the 325i and 330d also get voice control anti-dazzle mirrors and a better audio system.Swanson says savings on the package are greater than 25 per cent and he predicts more than 60 per cent of customers will take up the option. While Dakota oyster-coloured leather is now standard, there is a variety of options available to personalise the vehicle.There are now three new metallic paint options lifting the choices to 15, an extra interior trim choice (bamboo grain anthracite) making it six options and nine wheel designs - four of them new - across three wheel sizes (17, 18 and 19-inch). There has been no change to the operation of the hard-top folding roof. It still goes up or down in about 22 seconds and will only operate when stationary. The only change to the M3 are redesigned rear lights, white metallic exterior paint, stop-start on the DCT, and slightly better economy and CO2 emissions.DrivingBMW supplied only the most altered models, the 320d and 335i, on the national launch through the Brisbane hinterland this week (August 4-5). There has been a slight performance boost in the 320d and I would be lying if I said it was noticeable.However, I can say it is a remarkably lusty performer at low revs which means a driver can hustle it along and still feel calm. I harassed the rear end of a 335i going up the twisty hotmix on the northern approach to Mt Mee and when we arrived at the next stop my nerves were at peace while the other driver got out of his high-revving 335i with his trousers on fire.The 320d rewards a lazy driver. The 335i mainlines caffeine into its pilot. The main difference to be felt on the test drive was in the new M Sport suspension.BMW's damper tweaking has been very effective, taking the harsh bang out of sudden jolts, while keeping the car sitting flat and unrattled. The cars felt composed over the craggy tar that runs around Somerset Dam and our kidneys and the fillings in our teeth were still in place at the end. While the four-cylinder diesel engine sounds less raucous, the real advantage in the manual convertible is that auto stop-start completely silences it when you are stopped at the lights.

If imitation is the sincerest form of flattery, BMW should be feeling pretty pleased with its 3-Series. In the last 20 years or so many companies trying to get a slice of the affordable prestige market have copied it.There’s no doubt that the 3-Series has been one of the outstanding performers of the last 20 years or more. It has proved to be the favoured way of moving into the European world of prestige motoring for many Australians, and still holds its own in a market filled to overflowing with clones.Over the years the 3-Series range has been expanded, and now includes a model to suit everyone, from the Compact hatch, the ubiquitous 318 sedan, to the smooth six-cylinder sedans and coupes, the sizzling hot M3 sports sedan, and the slinky convertibles.BMW were one of the first to bring a convertible to the Australian market, starting with the pretty cabriolets and convertibles of the E30 model in the 1980s. They have maintained a drop-top in their range, and the 328i and the models that have followed have become the benchmarks for soft top motoring.MODEL WATCH Convertibles haven’t always been popular in Australia; a country where the blazing sun can fry exposed skin in minutes in summer. It seems odd really, but Australia was considered too hot to enjoy the thrill of open top motoring, while Europe was regarded as the perfect environment for a convertible.That thinking is outdated. Old time convertibles, while perfect on a mild spring day, were inconvenient and uncomfortable, just ask anyone who was stuck in a sudden downpour trying to erect the roof.Today’s convertibles, epitomised by the BMW E36, are everything the old ones weren’t. The most important development has been in the roof function, which can be raised and lowered in a matter of seconds, without even leaving the driver’s seat.There’s no chance of being caught in a sudden shower, and what’s more, once the roof is in place it’s sealed so it won’t let the rain in like old ones would. It’s also well lined so it’s quiet and snug inside.A modern convertible is like having a sedan when the roof is up, and a sporty car when it’s lowered. A great compromise for those who appreciate a car that can crossover the boundaries that separate family transport and sports motoring.The E36 328i convertible arrived in 1995, an update of the previous 325i model. It used the slinky lines of the 3-Series coupe, with a well developed soft top that attached to the windscreen header with a clasp operated by a single grip, and folded away out of sight behind the rear seat.To raise or lower it you simply had to be stationary, twist the clasp and push the roof away from the windscreen header, and flick a switch on the centre console. It was simple, and it all happened in a few seconds.The 328i is built on the same agile platform as the rest of the E36 3-Series. With independent suspension all round, four-wheel discs, ABS and traction control, it is armed for action.Add to that one of the sweetest six cylinder engines ever built and you’ve got a potent performance package. In the case of the 328i, the engine has a capacity of 2.8 litres; it’s a straight six, with double overhead camshafts, fuel injection, and VANOS variable valve timing that made it a powerful performer right through the rev range. Peak power was 142 kW at 5300 revs, while peak torque was 280 Nm.Transmission choices were sporty five-speed manual with a nice shift, and a smooth five-speed auto.As would be expected of a car this expensive the 328i convertible came well equipped. Alloy wheels, air-conditioning, cruise, remote central locking and alarm, leather steering wheel and trim, power mirrors and windows, and radio/cassette sound came standard.Dual airbags provided crash protection.IN THE SHOP The 328i convertible suffers few problems. Overall the 3-Series is a tight, well built car that stands up well over the long term.They tend to use up consumables at a fast rate. Things like brakes are consumed quite quickly, with OE pads and discs quite expensive. Likewise they tend to use up rear tyres quite quickly, which can also be expensive to replace. Both are the cost of the BMW’s high level of performance.Nothing much goes wrong with the six cylinder engine; it’s as sweet an engine as you will ever drive, with a neat note and plenty of punch.It’s important with convertibles to check the operation of the roof, to make sure it goes up and down smoothly. Check also the condition of the roof fabric, looking particularly for frayed areas, split stitching, and damaged seals, which can occur with regular use over the long term.Check the rear window for fogging or discolouration, which might mean a replacement is in order.Inside, check for signs the car has been left out in the rain with the roof down. It does happen. An owner might have cruised to lunch, and left the roof down while dining, only to be caught out by a sudden shower.Look for water stains in trim and carpets, perhaps even lift carpets to check underneath.Convertible roofs are expensive to replace, and can be difficult to adjust, so it’s important to make sure the roof on the car you want to buy is in good shape. The roof on a car that has been regularly garaged will last longer than one that has been left outside in the elements.Like all cars check for a service record, one preferably from a BMW dealer or an acknowledged BMW expert.OWNERS’ VIEW Paul Sabine of Brooklands Motors has a low kay 1996 328i auto convertible for sale at $46,990. It’s a one owner car, black with tan leather trim, and 44,000 km on the odometer. It drives smoothly, is tight as a drum, with just a few stone chips on the grille and bonnet. The roof needs a minor adjustment where it catches on the rear cover while being raised.LOOK FOR • proof of regular service by specialist• smooth straight six engine• agile handling and smooth ride• easy to use power roof• slinky stylingTHE BOTTOM LINE Smooth, tight convertible with sweet six engine, sporty handling and efficient roof.RATING 90/100

For a blend of performance, handling precision, comfort and refinement it’s hard to go past any of the BMWs of the last 20 years, and of course there’s the prestige that comes with the blue and white spinner badge. In many ways BMW has become the benchmark for the car industry. The Bavarian company’s cars have been pace setters since the mid-1980s, particularly since the beaut E30 3-Series and the equally brilliant larger E34 5-Series were launched.They were great driving cars that put the fun back into motoring, cars that were enjoyable to drive, safe and refined, the sort that made you want to get behind the wheel.Today there are plenty of other models from rival car makers that challenge the BMW stars, but few have managed to fully capture the thrill of driving that is part and parcel of the cars from Bavaria.The E36 3-Series launched in 1991 saw a natural progression of the E30. It was bigger and more refined, but built on the things that make BMWs so appealing.Today the E36 represents an affordable ticket into the BMW driving experience, an attractive car for the young and young at heart. It equally appeals to older drivers wanting to downsize from a larger family four-door.MODEL WATCHBy the time the E36 3-Series appeared in local showrooms it was already coming under attack from other car makers who had been busy preparing their own versions of the smallest Beemer.The success of the 3-Series, particularly the E30, wasn’t lost on BMW’s rivals. Its blend of performance, handling and beaut styling in a compact sedan was attracting more and more buyers who didn’t need the size of a Falcon or Commodore, but appreciated the prestige of driving a Euro badge.The 3-Series was, still is, BMW’s biggest seller here. It was in no small part responsible for the German brand’s rise to pre-eminence as the leading Euro importer in the mid-1990s.The E36 318i is a conventional booted four-door sedan. Inside there was accommodation for five, but it really was a little squeezy if you tried to fit five into a space that was more comfortable for four. Still, if you wanted to fit three across the rear bench the unfortunate soul who got the middle slot had the safety of a lap and sash belt.Front seats were comfortable buckets trimmed in durable cloth. There wasn’t any adjustment of the steering column, but the driver had the protection of an airbag from 1993.Power was modest. There was a new 1.8-litre fuel-injected four cylinder engine, the M43, but it was still a two-valver and BMW chose to concentrate on refinement and fuel efficiency rather than chase performance, hence the power gains over the previous four were relatively small.With variable length inlets the power flow of the BMW four was smooth and uninterrupted. So smooth was the delivery that it felt flat to some.Peak power was put at 85 kW, up just 2 kW, and that occurred at 5500 rpm, while maximum torque was 168 Nm, up from 162, and that was achieved at 3900 rpm.There’s no denying it, the numbers were modest and that resulted in modest performance with the 0-100 km/h sprint requiring 11.3 secs and the 400 metre dash taking a fairly leisurely 17.9s. Fuel consumption, however, was well under nine L/100km on average.Gearbox choices were a five-speed manual that had a delightfully slick shift, or a smooth four-speed auto, which was the choice of most buyers.Despite the modest numbers the thrill of driving the BMW on the open road wasn’t dulled. It was always beautifully poised, fluid and well planted, which was both reassuring and challenging.Front suspension was MacPherson strut, the rear multilink independent, with anti-roll bars at both ends.Brakes were a combination of ventilated front discs with solid rears, with the safety of standard ABS from early 1992.Steering was power-assisted rack and pinion that was well weighted and helped point the 318i so precisely.Alloy wheels were optional, steel wheels came standard and they had full wheel covers, but that hardly made up for the lack of alloys.ABS and metallic paint became standard features from April 1992, driver’s airbag from November 1993. A passenger’s airbag joined the features list along with power windows in November ‘94; the following year saw auto climate control air-con standard as well.The 318i Limited arrived in 1996 with alloy wheels, wood trim and six speaker sound. An Executive model replaced it in June 1997 to keep the E36 going in the final months before it was replaced by the E46 in Aug ’98. In addition to the standard features of the regular 318i it also boasted leather trim and remote central locking.IN THE SHOPThe 3-Series is generally robust and reliable providing it’s serviced, which includes regular changes of coolant. Failing to change the coolant can lead to problems with corrosion in the engine and cooling system ancillaries.Check for a verifiable service record, preferably by a BMW dealer or recognised BMW specialist and walk away from any car that doesn’t have one.Engines, transmissions and drive lines are all reliable and give little trouble in the long term if looked after.Like all Euros brake wear is an issue, witness the build up of brake dust on the front wheels of most of them, so be prepared to replace not only pads on a regular basis, but disc rotors as well.Quality of interior trim components is quite high and they generally stand up well in our hot sun.Likewise the paint, even the metallics, withstands the onslaught of the sun well, and there’s little evidence of fading. Look instead for signs of accident damage and small dings caused by careless drivers.Dealer servicing is expensive, as are the factory parts, so look for a BMW specialist and you’ll save plenty.OWNERS VIEWDave Odorisio has owned his 318i for eight years. It has now travelled 135,000 km and still gives great fuel economy. He says the comfort and feel of road control make it too good to sell. Although he says the 318i lacks in performance Dave has fitted larger wheels and upgraded the suspension, which has made up for the lack of grunt.MG enthusiast Michael Tait bought his BMW 318i auto in 1998 with 32,000 km on the odometer. He says it’s a comfortable city and touring car, although its performance can be best described as leisurely. It has now covered 150,000 reliable kilometres, and in that time four tyres, a radiator and water pump have been replaced in addition to normal service items.LOOK FOR• unbeatable prestige of BMW badge• precise, well balanced handling makes driving a pleasure• refined, quiet and comfortable, a joy on long trips• modest performance, but very economical• reliable and robust over long term• check for verifiable service record 

If the number of fresh faces I’ve recently seen driving BMW’s early 3-Series is a reliable guide the E30 has to be one of the coolest drives in town. With clean sporty looks, spirited performance and competent handling and braking, the E30 3-Series is seen as a cool alternative to the popular Japanese models that are beginning to lose some of their gloss in the eyes of young drivers.MODEL WATCHThe E30 3-Series 318i first came on the local market in 1983 as a stylish and well proportioned rear-wheel drive two-door sedan, followed a year later by an equally pretty four-door version which made it more practical for carrying friends and families.Power initially came from a 1-8-litre overhead camshaft fuel-injected four-cylinder engine that boasted peak power of 77kW and maximum torque of 145Nm. There was a choice of five-speed manual and three-speed auto transmissions, suspension was independent all round, and it had four-wheel disc brakes.Standard features included power mirrors, tachometer, Eurovox radio/cassette sound system, full wheel trims, and a chrome tail pipe extension was added to the exhaust.Central locking and Alpine radio/cassette sound became standard in 1985, and power steering became available as an option.Sports suspension became standard in 1986, and the following year its performance was boosted with more power, which then climbed to 83 kW.Power steering, leather sports steering wheel, air-conditioning, and a Eurovox radio/cassette sound system was added to the standard features list in 1989.This post-’89 model is definitely the best choice if you want a four-door. It is still a sweet little car today, remaining tight and generally free of rattles and squeaks even with 160,000 km or more showing on the odometer.Performance is brisk, the four-speed manual a delight to use, the clutch light. The ride is comfortable, handling responsive, and power steering quite precise even though it’s relatively light.Inside there are bucket front seats, which are comfortable and supportive, clear and easy-to-read instruments and well laid-out controls, and a powerful sound system. Air-con adds to the comfort and a sunroof makes for pleasant driving on warm sunny days.Perhaps the best of the E30 series was the 318is introduced in 1990. Available only as a two-door with five-speed manual gearbox the only choice, the 318is was powered by a sporty 24-valve double overhead camshaft 1.8-litre fuel-injected four -cylinder engine.Peak power was 100 kW and max torque was 172 Nm, enough to have the 318is capable of 202 km/h.Standard features were air-conditioning, power antenna, Eurovox radio/cassette, power steering, metallic paint, central locking, leather sports steering wheel, sports suspension, body coloured front and rear spoilers.Leather trim, sports seats and ABS brakes were standard from October 1990.ON THE LOTIt’s best to buy the latest model you can afford, that way you’ll get the car with the lowest mileage and the most life left in it.On that basis the post-’89 models are the ones to go for. Expect to pay between $9000 and $13,500 for a two-door car with up to 190,000 km on the odometer; four-doors are $500 more expensive.The pick of the E30 bunch, if you can live with a manual gearbox and two doors, is the sporty 318is built between 1990 and 1991, which can be yours for $10,500 to $15,500.IN THE SHOPNow up to 20 years old the E30 can be expected to be showing the wear and tear of a long life on the road so it’s wise to spend extra time checking any car you’re considering buying to avoid trouble.Like most BMWs, the E30 3-Series was bought as a prestige car when new, and as a result many were well cared for, some even pampered, but as time has passed they have been passed down the line to second, third and more owners. Many of these later owners haven’t had the money to properly maintain the cars and as a result many have fallen into disrepair.The best E30 to buy is the one-owner mint condition car that has been regularly serviced. But, as they are hard to find look for a car that has been obviously well cared for, one that has a verifiable service history. If the service records show the one mechanic has serviced the car make contact with them and check out its history.Go over the body thoroughly looking for substandard accident repairs, mismatching sections of paint, badly fitting panels and hardware. Also check for rust around the rubbers at the bottom edges of the doors, and rust in the windscreen and rear window openings. Rust isn’t a common problem, but can be if insufficient sealant has been used when a windscreen is replaced.A service history that can be verified is a must. It not only tells you that the car has been regularly serviced, but who has serviced it, and it gives you a good guide to the accuracy of the odometer reading. It would be nice to think that the car you’re buying has been serviced by a BMW dealer, but that would be a rarity in a car as old as the E30 is now, so don’t be put off if it hasn’t been serviced by a BMW dealer.The most critical thing to check is that the cam timing belt has been regularly changed. BMW recommend that it be replaced about every 40,000 km, which equates to about two years of normal driving. If it hasn’t been replaced there is a real risk that it will break or strip, and that can mean substantial, and expensive internal damage to the engine. It only takes about two hours to replace the belt so it’s worth having it done.Also check the engine for a build-up of oil sludge. The easiest way to do this is to look through the oil filler cap. A thick layer of sludge could mean an engine rebuild soon, as the sludge gradually blocks all of the oil feed lines in the engine. This normally doesn't occur with regular servicing and good quality oil, but with lower quality engine oil and missed services it's a possibility.The 3-Series is quite a sporty little car so look for signs that it has been modified or thrashed by youthful or inexperienced drivers. Look for non-genuine parts like sports exhausts, lowered and stiffened suspension and larger wheels.The trim generally stands up well, although you can expect to see some warped and discoloured plastic components on the dash and rear parcel shelf.LOOK FOR:• Sporty styling still has plenty of drive-by appeal.• Trim, taut and terrific body has few rattles and squeaks.• Brisk performance with responsive handling and good braking.• Verifiable service history that confirms replacement of cam belt.ALTERNATIVES:Ford Laser KF hatch – 1990-91 – $2000-$5000Toyota Corolla CS – 1989-91 – $2000-$7000Nissan Pulsar – 1991-92 – $2500-$8500Honda Civic – 1990-92 – $4000-$9500

Survival is a strong motive for action, as it was for the new Compact hatchback version of BMW’s E36 3-Series. It’s really quite simple, to survive as a carmaker you have to grow. The bigger you are the better your chances of staying in business, and BMW as a small to medium sized car company in world terms had no option but to make their cars more affordable so more people could buy them.The risk if they didn’t was to be swallowed up by one of the big players, like Ford or General Motors who were out to add to their portfolio of models.BMW was in the envious position of being an aspirational brand, one people wanted to park in their driveways even if the range was out of their reach.The 3-Series was the people’s BMW, but even that became a stretch for most people as its price rose. The 3-Series now is a real aspirational model in the range, and more affordable models have been introduced below it.BMW’s first move to make their cars accessible to more people was the 3-Series Compact introduced in 1995.It’s most unlikely that BMW will ever offer a model in the sub-$30,000 price range, that would sully the image of the brand as an aspiration purchase.That’s the trick for a company like BMW. You want more people to buy your cars because volume makes for more profit, but you can’t afford to have too many cars out there because that could damage your brand image.The 3-Series Compact was the company’s first, careful step in making a car that had a more affordable sticker while retaining the appeal of the marque.One look at the Compact and you can see the strategy. Viewed from the front it looks for all the world like a regular 3-Series, there’s the same kidney grille, the same bonnet, the same front guards and bumper, and most importantly the same blue and white spinner badge. Clearly a BMW. But viewed from the side or the rear and it was all new with its tail shortened into a hatchback.The shortened tail made no difference to those who wanted to park a BMW in their driveway, it looked like a 3-Series, had the badge, and the shortened tail was even attractive to most people on seeing it for the first time.What mattered most was that it was priced below $40,000 and that opened the door to BMW ownership for more people.Parked alongside its sedan brother the Compact was 233 mm shorter despite sitting on the same 2700 mm wheelbase. That meant the interior was roomy for front seat passengers, if not quite so roomy for those in the rear seat.The hatch arrangement resulted in quite a large boot space, which in combination with the 50/50 split-fold rear seat delivered a flexibility perfect for carrying just about anything you needed to move.Under the skin the hatchback was all BMW. A 75 kW 1.6-litre single overhead camshaft fuel-injected four-cylinder endowed it with modest, but adequate performance.There was a choice of five-speed manual or four-speed auto, the latter dulling the performance somewhat, but a popular choice with buyers none the less.The suspension was a familiar combination of MacPherson Strut at the front and semi-trailing arm independent at the rear.It rode and handled well, and with ABS-assisted disc brakes front and rear, it also stopped well.At launch there was just the single model offering, with standard air-conditioning, central locking, power steering, power windows and mirrors and AM/FM radio cassette sound.Remote central locking, rear head rests and traction control were added to the list of standard features early in 1996 when it was renamed the Hatchback.The Contour was added in January 1996, and brought with it standard alloy wheels, metallic paint, leather steering wheel and fog lamps.The BMW badge is enough for some people to stretch their budget to buy it without considering the costs of service and servicing a prestige car can be more expensive than other cars. The result can be compromised servicing, so check for a service record, one that hopefully has a history of servicing by a BMW dealer or acknowledged specialist.Look specifically for things like regular oil changes, annual coolant changes, and annual brake fluid changes, all of which keep the BMW ticking along as it should.Brakes tend to need replacement at intervals of 50,000 km or so and original equipment BMW rotors are expensive. Aftermarket rotors are available which will do the job, but you won’t find these on offer at BMW dealers.Lift the oil filler cap and observe any sludge, a sure killer of engines, and a sign that the oil hasn’t been changed.The 1.6-litre M43 engine has a timing chain as do most modern BMW engines so there’s no requirement for servicing in that area.Generally the 3-Series is a well built and robust vehicle that will do quite high mileages without too much trouble.The Compact had dual front air bags standard, and was given front side airbags in 1998, which provided an impressive secondary crash protection system, over and above the primary protection afforded by ABS and traction control.The E36 rated better than average for occupant protection in the 2004 Used Car Safety Survey, and average for its impact on the occupants of cars it hit.• Prestige of BMW badge• good resale value• cute hatchback styling• flexible boot space• good ride and handling• good crash protection• modest performance from 1.6-litre engine• service records a mustStylish and practical hatchback for the young or young at heart that comes with a BMW badge.

Step into a 3 Series BMW and it's easy to see why many people around the world aspire to do so daily. The door quietly goes “thunk” and then there's the lovely aroma of the leather trim. And the thought of the motoring pleasures to come. Yes, you can feel a bit smug in a 3 Series.It's a range of German cars that deliver motoring behind a badge of distinction without being in the extravagant band.BMW starts its 3 Series in Australia at $51,000, for the 320i sedan with its four-cylinder engine capable of 110kW power. Modest going but comfortable.Then comes the 323i, a 2.5-litre, six-cylinder with 140kW of power, from $65,000.The subject of our drive is the 325i. It generates 160kW of power from its 2.5-litre six and carries a starting price of $73,800.Top performer is the 335i, which has everyone raving about its superb engine - a three-litre turbocharged six-cylinder unit with a V8-like 225kW of power, from $104,500.In the mix, too, is a highly fuel-efficient 115kW turbodiesel 320d, costing from $56,700.There are sedan, coupe, convertible and touring (station wagon) versions. The choice is further expanded by varieties with names such as Luminance, Executive and there's even an Executive Luminance.Not counting the M3 super-performer, the 3 Series goes to $124,300 for the 335i convertible. Plus options. Yes, BMW and its options. Requiring a few extras on a chosen model comes at a cost - metallic paint is popular at $1600. Power sunroof? That's $2750. Top-level sound system $2400. And you can spend from $300 to $5400 upgrading the wheel and tyre package.The BMW 325i sedan we drove is the second from top in the pecking order, so it comes with standard equipment that might be listed as options on lesser models. It has, for example, 17in alloy wheels, six-stack CD and BMW's Business Navigation system with 6.4in screen.It costs $73,800 for a six-speed manual and $76,500 for a six-speed auto with steptronic shift. As with other 3 Series models, it has ABS and cornering brake control, stability control, front as well as front side and head airbags front and rear, cruise control, rear park sensors, climate control and trip computer. Rear-seat leg room is good for outboard positions but the transmission hump - it is rear-wheel drive - robs foot room for the middle passenger. Rear headroom is not great either but this is a compact (4520mm) sedan.It has no spare wheel, giving the space under the 460-litre boot's floor for storage compartments and the battery.The smallish, in-line six-cylinder is fairly tame in the 1430kg car under 2500rpm but above 3500rpm it sings wonderfully. It delivers 160kW of power at 6500rpm and 250Nm of torque at 2750rpm. This six-speed manual has a lovely gearshift and there's plenty of adjustment in the driver's seat position and steering wheel.The Bridgestone Potenza 225/45 tyres tramlined a little and the challenge remains to provide the perfect run-flat tyre.We used petrol at a rate of 8.5 litres/100km.And, back to BMW's options list, a way to get better bang for the buck is in options packages. This car had the Innovations Pack. For $3300, it includes bi-xenon headlights with washers (normally $1820), adaptive headlights (normally $860), high-beam assist, a USB audio interface (normally $600) and upgrading to the 8.8in screen Professional Navigation system (usually a $3300 extra). Class competitionAudi A4 2.0 Quattro: $67,850Mercedes-Benz C280: $85,000Saab 9-3 Vector 2.0T: $53,400 

We've said it before (and the odds are short that we'll say it again), but nothing confirms the futility of owning a quick car in NSW than driving it during the times when you have the time to enjoy it.We refer, of course, to the double-demerit-points weekend we're all currently fearing and loathing.It's a time for that erratic Zafira steerer Morris Iemma and his chauffeured drones to rake in the windfall that comes with a lot of people failing to get where they're going within the boundaries of the most cynical traffic-enforcement regime outside Victoria.And doing it on roads that are much worse than Victoria's.Quixotically, BMW chose Thursday — the first day of the government's Great Easter Cash Grab (well, you voted for them) for the launch of the latest car powered by its sublime, three-litre, bi-turbo six.This mighty mill, which can already be had in coupe and sedan form, graces the long-awaited 3 Series Convertible, the first generation of this auspicious line to come with a hard (not a rag) top.The 335i Convertible — and the lesser 325i — complete a 3 Series range that arrived locally two years ago and immediately became class-leading. The E92 335i Coupe, which lobbed last October, also went straight to the head of its class.On the basis of a necessarily constrained and cautious introduction to the folding metal'n'glass roof line, Bimmer could have another dux. Mercedes-Benz, though, will have a bit to say about that.For, in the E93 Convertible, the edgier dynamics that inevitably distinguish 3 Series from C-Class won't be so starkly defined.Weighing in from 1735kg, the 335i Convertible is two big adults and a couple of sets of golf clubs heavier than the similarly engined sedan.Although it loses a mere few tenths on the sprint to 100km/h (5.8 seconds for manual, 6.0 for the auto is claimed), even BMW says the Convertible cannot be so sporty.Nor is it so intended. The topless 3Series does what it says on thefolding tin lid, providing tolerably smart to decidedly rapid touring.Certainly, the lard is obvious to anyone fortunate enough to have experienced the sedan or coupe, though not in a straight line with all 400 Sir Isaacs announcing themselves from 1300rpm.Naturally, the atmo simply can't leap to with such alacrity, but it's going to be car enough for all except those who absolutely must have the full whack.Indeed, while the 325i is the more obviously stifled, it is by no means disgraced on chicane-like roads, where the hero model's thumpingly superior acceleration and roaring power has less application.These roads chosen for our introduction showed the standard run-flat tyres in the best light.As to handling, BMW's hallmarks of crisp rear-wheel drive and razor-sharp turn-in are present and correct.Bimmer's standard 50:50 axle load distribution should be affected when the 40kg of roof and attendant mechanisms are folded into the boot (most of the extra heft is due to underbody reinforcements that achieve new levels of open-top torsional rigidity).But the feel will be negligible to all but the most discerning (and quite a few others who like to have themselves on about such things).With a microscopic manual take up among buyers, only autos were available for sampling. As a militant manual owner, I could only take guilty pleasure in the six-speed ZF auto box.Hooked up to the 335i, it's programmed to shift more rapidly than any Bimmer slusher to date, either left in Drive, Drive Sport or via the manual mode (steering-wheel gear levers are a cost option). It could almost talk you into converting ...Deciding in the circs that discretion was the better part of valour, and the better part of valour was cowardice, we can't speak to the efficacy of the Dynamic Traction Control.Pressing the dashboard button partially disables the attached stability control to allow for a bit of lateral slip. Held down for five seconds, all such nannies are said to go off for a nice cup of tea.The item of chief concern — the roof — can be stowed a button's push in 22 seconds, reducing boot space from 350 litres to 210. Roofless is the most pleasant mode of travel, not least for any rear-seat passenger over 180cm.Luggage space is enhanced by flat folding rear seats and a ski port. A cost optional keyfob function allows partial roof openings to better access the boot.In either opened or closed modes, the E93 is striking to behold. From the long boot to the low, horizontal shoulder line and short overhangs, this convertible really couldn't be anything other than a Bimmer. Why, with the roof up, there's even a Hoffmeister Kink.And, being Bimmers, they are, of course, auction-your-organs expensive. Before options, that is.If you can afford the whole 10 metres, you won't care that the 325i is good enough almost all of the time — it will just have to be the blow-hard model.Just remember where we live, though. And weep.

MODEL WATCHThe E36 3 Series arrived in 1991. It was a logical evolution of the successful E30, with fresh new styling that pushed the Munich marque's sporting heritage further.Much of this sporting image was built on the success of the E30 M3 in the European Touring Car Championship, and to some extent on our own race tracks.It gave BMW a clear point of distinction from its arch rival, Mercedes-Benz, giving it a more youthful appeal.Though young people couldn't afford one, they were taking notice of the race triumphs BMW was racking up, so it wasn't surprising when they began buying them as their second-hand value dropped to within their reach.The 318 was the baby model, the most modest in the 3 Series range and therefore the one that first came within budget reach.With its 85kW, 1.8-litre, fuel-injected four-cylinder engine, mostly linked to a four-speed auto transmission rather than then optional five-speed manual, its performance was nothing to write home about.There's no denying it -- the modest numbers resulted in modest performance, with the 0-100km/h sprint requiring 11.3 seconds and the 400-metre dash taking a fairly leisurely 17.9s. Fuel consumption, however, was well under nine litre/100km on average.While it might not have burned up the road, the 318 still had the typical BMW feel. Its power steering was nicely weighted, so it felt connected to the road.The 318 featured independent suspension front and rear and was nicely balanced, but when pushed it would understeer, which disappointed some media pundits who were looking for more lively handling.Brakes were discs all round with ABS for added safety in an emergency. While the 318 was quite well equipped, it lacked a few of the things you might expect of a car in the prestige market segment.It had comfortable seats in an attractive trim, with the option of leather. The steering wheel fell comfortably to hand, and was covered in leather, but there was no adjustment of the rake, which you might expect of a car with its sticker price. Likewise it lacked cruise control, and the sound system was a radio-cassette unit, but it had airconditioning and dual airbags.IN THE SHOPThe 3-Series is generally robust and reliable, but it's now entering the last phase of its useful life with odometer readings climbing into the 200,000 km area.Providing it is serviced, it can still be a good buy, but it's best to avoid cars that haven't got a good and verifiable service record.Engines, transmissions and drive lines are all reliable and give little trouble in the long term if looked after. Like all Euros, brake wear is an issue, so be prepared to replace not only pads on a regular basis but disc rotors as well. Tyre wear tends to be high so be prepared to replace them every 60,000km or so.CRUNCH TIMEA well-balanced chassis delivers agile and responsive handling, which, coupled with four-wheel disc brakes and ABS, deliver good primary safety. Dual front airbags provide protection for front-seat passengers.