2016 BMW 328i Reviews

Peter Barnwell road tests and reviews the BMW 3 Series with specs, fuel consumption and verdict at its Australia launch.

BMW promises the 3 Series GT mixes all the practicality of the touring with the sharp handling and sleek styling of the saloon.

Doctor Frankenstein could not have done a better job on the new BMW 3 Series Gran Turismo. The family hatch with the 3 Series tag is more like a 5 Series in the body, more like a 7 Series in the cabin, and has - just quietly - more than a touch of Saab 9000 in the tail.It's also got frameless doors like a Subaru Impreza, a giant hatchback tail similar to a Ford Mondeo, and a pop-up rear spoiler that reminds me of a Porsche Cayman.And the styling? Well, even the Carsguide fans of the car admit it has a pregnant paunch, while others suggest it just looks butt ugly. If this sounds a bit confused or confusing, or a bit mix-and-match, it's not. It's monstrously good for anyone with a young family who craves the boot space of a wagon, the flexibility of a hatch, and the driving enjoyment of a 3 Series.I think the GT is an even better drive than a regular 3 Series and it's a car I would recommend to friends. It's definitely a leap forward from BMW's first GT, the over-hyped and under-done 5 Series model. As many as 500 Australian families are expected to choose a 3 GT for their next car, or around 10 per cent of total 3 Series deliveries.And it could easily mean the end of the Touring wagon down under. “We've had a bigger reaction to this car than we expected. It's got more interest than anything else recently,” says Tom Noble, head of marketing at BMW Australia. “It's one of those cars that people go, 'What's this then?' It's already working better for us than the 5 Series GT.”VALUEWould you pay more than $9000 over a 3 Series sedan to get a GT? That's what BMW is asking, even though it says the compensation comes with more equipment and a car that is majorly bigger than a four-door Three. The starting price for a 320i GT is $69,599, against $58,600 for a 320i four-door, rising to $71,800 for the 320d and $76,500 for the 328i Gran Turismo.The package includes an eight-speed automatic gearbox, a full suite of safety equipment, leather in the cabin, great aircon and a big infotainment display, as well as the electric assists you expect in a prestige car. As usual now at BMW, the specification choices are Modern, Luxury and Sport, but you can also spend big on things like M equipment and customised cabin pieces.“There is more specification in the car than the standard 3 Series sedan, and you've got more functionality and more space. And there is more metal in the car,” says Noble. “I think there is good value in it, because I don't think you get that combination in anything else. To put all those bits and pieces together, to get it to work, that's where the value is. I don't know if anyone else could build a car like that and get it to drive the way it does”.TECHNOLOGYThe Gran Turismo is predictably BMW in the raft of electronics inside the cabin and under the body, but the real technology is in building the body. The car is so different from a regular Three that it comes down the 5 Series assembly line in Germany, where they apply finishing touches that include a back end with everything from 520 to 1600 litres of storage, a big storage bin under the boot floor, an electric tailgate, rear-view camera and more.I'm not convinced by the 'active' rear spoiler, which only rises from the tail at 110km/h and can hardly make much difference at legal Australian speeds. The GT still comes with runflat tyres that have been despised by the Carsguide crew, although these latest Continentals are easily the best I've tried - even on 19-inch alloys. All three models come with stop-start.DESIGNThe GT wears a 3 Series badge but it shares very few panels with the sedan. In fact, it could be just the boot, as even the front guards pick up an extractor vent to cut drag, and the roof, frameless doors, and everything in the tail is new. The proportions of the car are somewhat, well, stretched. And not always in a good way, despite the curvy coupe-style roofline. There is a lot of bulk around the tail, although it's needed to package a car that is a full 200 millimetres longer than the 3 Series sedan and also 81 millimetres taller. The best thing is the 110mm stretch to the wheelbase that means rear legroom to trump a 7 Series and a more compliant feel to the ride.Inside, the rear seats are set slightly higher in the latest 'theatre' style for a better view, and they obviously split and fold - 40:20:40 in this case - to maximise the choices for carrying, as well as offering a slight recline.SAFETYWe have no reason to question the competence of a car that's almost an automatic 5-star NCAP car. There are six airbags, ESP and ABS, an active crash-preparation system, dynamic braking lights that vary their intensity in a panic stop and automatic wipers.DRIVINGThe early mail on the Gran Turismo is not promising, based on the bloated back end and driving responses that are more leisurely than we expect from a 3 Series. Then again, the latest Three is being smashed in showrooms and was easily trumped by the Benz C-Class in our last prestige comparison.So it's time for a fresh look and some family time, which quickly highlights the advantages of the GT. The boot really is huge, there is great space for a four-year-old in the back seat, and the car is comfy and quiet.On some nasty, bumpy roads in northern NSW - not recommended in the BMW drive route - the GT is surprisingly compliant and enjoyable. I'm spoiled a little by starting in the 328i, which makes 180 kiloWatts of turbo power with 350 Newton metres of torque from its force-fed four, but time in the 320i with 'only' 135/270 shows the same pattern.It's not a car to hustle or fuss, but the extra length between the wheels makes it more stable and the suspension settings are firm but not too sporty. It's also nicely quiet, although there is more tyre thrum in the 320, and well equipped with a punchy sound system. But I'm disappointed not to find a digital speedo readout and - horror of horrors - there is no wiper on the giant rear window, which means zero visibility until you're moving fast enough for airflow to clean the glass. After time with the 5 Series GT, which is a car I'm happy to forget, the new 3 is a pleasant surprise and definitely suitable for nuclear family work. The boot is a treat, there is lots of flexibility in the cabin and storage, and I'd take it every time ahead of the Touring wagon.It's nothing like an M3, but sales of SUVs prove there are lots of people who put families ahead of fun. And the GT is definitely better than an SUV to drive, with a boot that even beats an X3 or any of BMW's rivals. I had come to the 3 Series GT expecting to be disappointed, but find myself surprisingly happy with the car. It could have been created by Frankenstein, but it's not a monster.VERDICTThe best of both worlds, once you look beyond the bloated body.BMW 3 Series GTPrice: from $69,500Warranty: 3 years/unlimited kmResale: New modelService interval: determined by onboard computerSafety: 6 airbags, ABS, ESP etcCrash rating: 5 stars (estimate)Engines: 2-litre petrol turbo, 135kW/270Nm; 2-litre turbodiesel, 135kW/380Nm; 2-litre turbo petrol, 180kW/350Nm.Transmission: 8-speed auto, RWDThirst: 4.9-6.5L/100km, 129-151g/km CO2Dimensions: 4.82m (L), 1.82m (W), 1.50m (H)Weight: from 1560kgSpare: none

Graham Smith reviews the 1998-2008 BMW 3-series E46 as a used buy.

Where have they been hiding this little gem? The mid-range 328i replaces the previous 325i sedan and is powered by a turbocharged four instead of a six. Not only is it cheaper than the 325 it's also more powerful and uses less fuel. What's not to like? VALUE Built-in BMW sportiness. Priced from $65,900 standard

...and BMW 328i Sport Line.Two old enemies fight a perennial civil war on the Australian frontIt's almost tediously inevitable yet the comparison between the BMW 3 Series and Mercedes C-Class has also never been more pertinent nor so closely fought. Hitherto the BMW has embodied the compact sports sedan, the rear-drive, perfectly balanced corner carver - the driver's default choice. The Benz signified aspiration, entry to the prestige touring club, a step to the E-Class.In terms of performance and perception, the entry levels of both were pretty parsimonious. A bit try-hard. Overpriced and underdone. You needed to drop closer to $100,000 than $60,000 to get a decently kitted 3 or C, or one with an engine to keep a Corolla honest.In terms of go for your dough and fruit for your finance package, these longstanding adversaries have never been better value. That you can say “value'' in this context without dislocating an eyebrow says much in itself. The 320i and C200 CGI are not only nothing to sneer at, they're almost too good for you to spend more money.Yet people will and do, climbing to the mid-range 328i and C250. These have the full-cream versions of the turbocharged fours that fling along their respective entry level cars. The Bimmer and the Benz have coalesced in more ways than similar engines and newly non-extortionate options list.What was once the undisputed choice for those who fancied themselves behind the wheel now enjoys not so nearly clear cut an advantage. In this regard BMW has kicked some own goals, four of which are found at each corner.Value remains a pertinent formula at this end of the prestige equation. As tested the C250 Avantgarde's list price climbs some nine grand north. None of the contributing options are are necessary, perhaps only metallic paint (a fairly outrageous $1600) is desirable.The 328i starts and finishes significantly lower, but the $1692 Adaptive M-Suspension is crucial and $1538 Sport Line package includes smart 18-inch alloys. Previously M kits have, in concert with run-flats, ruined many a 3 Series. This one is of the essence. Without it, the 3 Series is shockingly poor at dealing with bumps and corners simultaneously.The smart suspension imbues the Comfort and Sport settings of the Driving Experience Control with real meaning, making the latter the one to select at every opportunity. Am I alone in thinking it’s not good enough that a BMW should need artificial enhancement to deliver on the drive that badge promises? The C-Class needs and is equipped with no such frippery. There's the default Eco setting or the Sport mode. The seven-speed auto is slower than BMW's eight, but kicks down emphatically and informatively. The Tristar car is simply less adulterated, something that extends to its cornering attitude. Its slightly greater mass is felt, but not negatively, even next to the Bimmer's more alert turn-in and adroit stance.Run-flat tyres have become more pliant than the first-generation shockers but their presence is still felt, though more in the ears than the spine. In contrast, the Benz is as aurally ambient as it is absorbent of the road's irregularities.The C-Class's cabin insulation is A-plus as are its material quality, fit and finish. It's sombre in there but this cabin is as sure a sign of the marque you've bought into as the Tristar emblem in the grille of this Avantgarde edition sedan.Having a wonderful time driving a 328i Sport Line in Spain last year at the model's international launch, I still expressed mild misgivings about the pre-production car's cabin quality. Nine months later in this identically specified South Africa-built example, I've made up my mind - it's pretty damn ordinary. As I write this a $31K Ford Focus (German-made as it happens) is parked by the 328i in my garage. The former's cabin is demonstrably superior.The Sport Line is the most popular 3 Series trim package but none are worthy of the sum asked. The accents and plastics are strikingly tacky and cheap. The 3 Series' sole advantage is its driver's position, which wraps you in a cockpit as opposed to the more upright and alert C-Class pew.But in the latter car you're not gripping an unpleasantly scratchy wheel. All the Merc's materials are more tactile and - crucially in a country where staring at the speedo is held to be more important than watching the road - the Bimmer lacks the Benz's digital readout. Nor, incredibly irritatingly, did the 328i accept the Apple lead for the iPhone.Neither has rear seats in which to spend interstate trips, though you've a slim hope of seating a human in the middle of the Merc. The BMW's Himalayan transmission tunnel renders it a four-seater. Better use of space extends to the C-Class's boot, which accommodates a temporary use spare. As ever, the 3 Series has none, although there's room for one. In Europe this matters not. Cop a serious rubber malfunction in this part of the planet, though, and it'll matter a whole lot.The 3 Series is the one that encourages you to seek out bendy stretches of bitumen where - at least when equipped to the optimum - it more readily conveys that sheer driving pleasure cliche. Some moan about the eight-speed auto, but they're wrong.This is a brilliantly adept transmission that's impossible to catch out, so much so that you might as well chuck out the paddle shifters. It slurs though the middle gears without the obvious shifting sensation of a box endowed with fewer gears but - as the speed dial tells you - with deceptive rapidity. The 3 is by far the quicker car.Mercedes steering remains lighter in all circumstances. Equally it is a little more linear that BMW's although the electronic set up with Servotronic imparts distinct and worthwhile feedback. Again though, why not simply have one setting that works? It’s passed the point where tech is unnecessary. Now it’s merely irritating.When equipped with its full optional panoply, the 3 Series remains the recreational device of choice. But its advantage is marginal. The Merc is vastly more than adequate on most roads most of the time and of discernibly higher quality within. The C-Class is, simply, a better prestige car.

Once BMW's 3 Series was the car equated with almost but not quite affordable prestige. Now most who do reach this height in life buy a Mercedes-Benz.A year ago this month, unnoticed by all including Mercedes-Benz, its C-Class became the best-selling mid-size imported car. It hasn't happened every month since but it does occur as often as not - a German prestige car that starts just shy of $60,000 outsells some excellent Asian imports priced from half that sum by as much as two to one.Not so long ago, you'd have been locked up in a quiet place with soft walls for so much as suggesting  such a prospect. But so too would have been the prophet who foretold Holden's Commodore being beaten last month for the first time by  a European car (albeit the much  cheaper Volkswagen Golf).Entry executive sedans - the C-Class and its traditional BMW rival - were once the cars we wanted but couldn't attain. Now more of us are reaching that bit further beyond the top end of the medium class. Merc reckons   some of their new custom comes from those who previously bought top end Fords and Holdens. Not long ago, this too was inconceivable.The bad news for BMW is that at the moment, aspiration takes the form of a Tristar rather than a blue and white propeller badge - the C not the 3. With an outgoing entry level 320i that is pound for pound the poorest car too much money can buy, the new sixth generation F30 3 Series - launched this week in Barcelona - simply must not fail.BMW's people puckishly predict it will propel the 36-year-old model name back to number one in our part of the planet. If what they insist on calling "sheer driving pleasure" means a scintilla to prestige punters, it could do it by the width of its fat torque band.VALUEWe can talk more intelligently of this in February  when the first three of four  new 3 Series models is released hereabouts. Initially it's sedans only, wagons being possibly a year away.The diesel 320d starts the lineup followed by the 328i with the all-new M20 direct injection turbo petrol four, to replace much loved but now obsolete 325i, the range topped by the 335i turbo six. The entry 320i is about eight months off. This, we wager heavily, will be worth the wait.Prices will be up slightly on their current equivalents, but, we're credibly promised, with appreciably more fruit standard. There's three major equipment lines: Sport, Modern and Luxury, with M Sport to come shortly thereafter. Of these Modern is the "newest" with the most distinctive interior accents and trim. Essentially Sport means 18s, bright stitching, tauter suspension and glossy black bits. Luxury means more chrome.All models cop stop/start and Driving Experience Control, which enables you to switch  ride comfort and throttle response between relaxed and alert. Eco Pro, which runs leanest, is standard in this set-up. Only Sport Plus mode, which disdains the electronic safety net, is optional.But, as we say, hold your naturally aspirated breathe for the 320i, which deploys a milder version of the 328i's twin scroll turbo power plant. Based on two days with the new 5 Series variant that uses this same engine tune, the entry car  will not only be leagues of magnitude ahead of the outgoing sluggard, but the sweet spot of the range.TECHNOLOGYMany will lament the passing of free-breathing sixes in this now all-turbo and all eight-speed auto line-up. But then -- some pine for spats and fedora hats.Sorry, but the direct-injection twin-scroll turbocharged M20 four-cylinder is a stunner, a big torquing yet revin' to seven device with an output surpassing the fabled 3.0-litre six, all of which is made accessible by that brilliantly intuitive auto. Which is well, given manuals will not be offered except by special order. You can lament that too, but you'll be the only one.While standard kit is better than on the outgoing car, it wouldn't be a Bimmer if there wasn't a plethora of options. Of these, Variable Sports Steering - a genuinely useful ratio quickener, unlike Active Steering - is enjoyable but not essential. The full-colour head-up display  is, once used, hard to do without. We'd tick that box. Lane-departure-warning should be mandatory in this land where those sufficiently stupid to text while driving are permitted to hold licenses.DESIGNBetter. Much better, if a little too like the big brother 5 Series. Yet this isn't inapt given the 3 Series of today approaches the size of a Fiver of a decade ago.The 3's not been pretty per se since the E46 of 1998 vintage, but this one is a step in the right direction. With the trademark accents in place, it really couldn't be anything else.Within, the 3's moved miles ahead on the outgoing device. Austerity is out, enhanced opulence is in. BMW has emerged its cars aren't owned by androids so there's even space in the door bins. While those up front are esconsed in a cockpit, rear seat passengers breath easy, so long as there's two, not three. That said the finish in our pre-production Sport wasn't perfect.SAFETYVast claims are being made by the maker, such as this is safest car in the history of its class. Suffice to say that five crash stars will follow and the formidable battery of active and passive life saving measures is in place - not the least of which is superbly responsive yet forgiving dynamics.As ever, however, a Carsguide half star is lost to the absence of a spare tyre. Yep, ran flats  are all very well, but just try copping one out back of the black stump and see where that gets you. Nowhere in a hurry is where. In a car that screams to be driven far and wide this just doesn't play.DRIVINGYou could drive the 328i tomorrow, having never set a foot on a BMW pedal and you would feel instantly at home. Everything is weighted and positioned just as it should be.You could, like me, have driven every minor variant of every 3 Series of the past two generations and more besides, and feel immediately that the new 328i advances the game. It fits either of you like a chamois glove.This is the genius of the 3 Series. It flatters the absolute beginner and enables the enthusiast. Throttle, brakes, steering - all are just ... well, just so. We loved the old sixes, we love manuals but we wouldn't swap this drivetrain. Capably amiable in milder modes, a weapon when the wick is lit, it comes close to being all things to all people.With uber-direct steering - some 2.2 turns lock to lock - through front wheels unburdened by the task of driving, this remains a completely intuitive handler, incredibly adept when pushing hard through a mountain pass and hugely adjustable and forgiving of even ham-fisted corrections.All torque kicks in from just above 1000rpm and it revs cleanly to 7000. It is a device that's  thoroughly efficient grinding through the suburbs and wonderfully satisfying when the opportunity arises. In sport mode throttle response is enlivened and feel through the wheel tautens, yet comfort mode is more than adequate for 90 per of likely regular going. Ride on Catalonia's smooth rides was excellent even with optional skinny 19-inch rubber - you'd stick to 17s on our battered bitumen.Indeed you needn't gild this lily  with bling and extras. The 328's brilliance is in its driving  essence.VERDICTGod, it's good. If driving a prestige car means half as much to you as owning one, then you have to try this.RATINGBMW 328iPrice: $68,000 (estimate)Warranty: three years/100,000kmResale: 65 per centService interval: 15,000km/12 monthsEngine: 2.0-litre 4-cylinder turbo petrol; 180kW/350NmBody: four doors, five seatsDimensions: 4624mm (L) 1811 (w) 1429 (h) 2810 (wb)Weight: 1430kgTransmission: eight-speed automatic; RWDEconomy: 6.4L/100km; 147g C02/km"The one for drivers and badge collectors alike. But wait for the base car if you can."OTHERS TO CONSIDERAUDI A4 2.0TRating: 3.5 out of 5 starsPrice: $58,900Engine: 2.0-litre 4-cylinder turbo petrol four; 132kW/320NmTransmission: CVT auto; FWDThirst: 7.1L/100km; 154g C02/km“Quattro costs extra, so why not look at the cheaper base 1.8?”MERCEDES-BENZ C250Rating: 4.5 out of 5 starsPrice: $65,900Engine: 1.8-litre 4-cylinder turbo petrol four; 150kW/310NmTransmission: 7-speed auto; RWDThirst: 7.2L/100km; 167g km"Exceptional. The  one BMW has to beat”VOLVO S60 T5 GDTIRating: 3.5 out of 5 starsPrice: $51,950Engine: 2.0-litre 4-cylinder turbo petrol four; 177kW/320NmTransmission: 6-speed twin clutch auto; FWDThirst: 8.3L/100km; 193g C02/km“T5 has four cylinders, so does the T4, just a smaller capacity. Try that first”

Graham Smith reviews the 2000, 2001, 2002, 2003, 2004 and BMW 3-Series as a used buy.

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