Thirty Years of the BMW 3 Series

Press Release

Page 1 - History of the BMW 3 Series
Page 2 - History of the BMW 3 Series (cont.)
Page 3 - Purebred Sports Car: the BMW M3
Page 4 - BMW 3 Series in Motorsport
Page 5 - BMW 3 Series in Production

History of the BMW 3 Series

The only thing people knew more or less for sure about the forthcoming BMW model series in early summer 1975 was its model designation: Following the 5 Series, which had already introduced a new era of model names, the first number was now to be either a "3" or a "4". And, ultimately, "3" turned out to be correct. Today we know that this model marked the beginning of the most successful BMW model series of all times.

The big event took place right outside BMW's front door, in the Munich Olympic Stadium, where in July 1975 BMW's Board of Management presented an entirely new model series in this world-famous sports arena: The frontal view of the new car was proudly dominated by the kidney grille standing out clearly from the radiator cover and continuing back along the engine compartment lid all the way to the windscreen in the form of a slight dome. This alone bore clear testimony to the new car's resemblance to the BMW 5 Series.

The distinctive wedge shape of the two-door model, on the other hand, was new and characteristic, extending all the way to the unusually high rear end. With a number of critics not feeling too happy about this particular perspective, the rear end was toned down visually a bit later by adding a black plastic trim panel between the tail lights.

Sporting and compact: 4,355 Millimetres (171.5´´) Long, 2,563 Millimetres (100.9´´) Wheelbase.

Even so, everybody was thrilled by the new car. With dimensions making the new BMW 3 Series compact and straightforward in every respect, the car itself was nevertheless fully "grown up" for all practical requirements : Measuring 4,355 millimetres (171.5´´) in length, 1610 millimetres (63.4´´) in width, and 1,380 millimetres (54.3´´) in height, the new 3 Series marked an entirely new dimension in the BMW world. Wheelbase measuring 2,563 millimetres (100.9´´), in turn, ensured short overhangs front and rear, track measuring 1,364 millimetres (53.7´´) at the front and 1,377 millimetres (54.2´´) at the rear gave the car a wide and muscular stance on the road.

Carefully set-up for sporting performance, the suspension incorporated track control arms with independent spring strut suspension at the front and semi-trailing arms with independent spring strut suspension at the rear.

The final touch was added to the car's straightforward design by the special configuration of the cockpit: In terms of cockpit design, the new BMW 3 Series marked the introduction of a revolutionary design concept, the centre console facing towards the driver destined to become a particular highlight of BMW's interior design philosophy for many years. And as a visible sign of exemplary passive safety, all edges and control elements within the interior were carefully rounded off and padded.

The large engine compartment lid extending down at the side over the wheel arches housed a range of updated and revised power unit displacing 1,573, 1,766, and 1,990 cc, respectively. Hence the model designations 316, 318, 320, and 320i.

With fuel being expensive following the first oil price shock, BMW's engineers had set up the power units for less expensive regular fuel. But this did not mean that the engines' output and performance was "regular". On the contrary, right from the start the 316 developed a very substantial 90 bhp which, given the car's unladen weight of 1,010 kg or 2,227 lb, gave the car that dynamic performance so typical of the brand. Developing 98 bhp, the 318 already came very close to the three-digit horsepower range at the time reserved to the luxury performance class, and with maximum output of 109 bhp the 320 was definitely the leader in its class. As if even that was not enough, the BMW 320i with fuel injection offered an even more substantial 125 bhp, albeit on premium grade fuel.

This kind of power, together with the streamlined body design, gave the new cars top speed between 160 and 180 km/h (99 and 112 mph).

To draw a clear sign of distinction within the new model series, the two two-litre models came with dual headlights, the other two had single round headlights. In the German market the entry-level 316 retailed at DM 13,600, the 318 sold for DM 14,420, and the two 2.0-litre models went for DM 15,330 and, respectively, DM17,400.

"BMW Moving out of the Niche".

The new model series was a great success right from the start. Eberhard von Kuenheim, at the time the Chairman of the Board of Management of BMW AG, thus made a clear statement on the new 3 Series in a two-page ad in 1976 under the title "BMW Moving out of the Niche:" "This model series has given us a level of success far beyond our own expectations. And the new cars not only meet the sporting ambitions of a relatively small group of excellent motorists. Rather, they are aimed at a larger group of experienced drivers looking increasingly for quality and safety. Hence, we are actually appealing to a far larger group of prospects." And indeed, BMW was speaking the right language: Just one year after its debut, the BMW 320 was voted the best saloon in the world in the category up to two litres by the readers of Europe's largest car magazine.

The 3 Series as a Genuine Pioneer: the First Six-Cylinder in its Class.

Clearly, this success encouraged BMW's development specialists to keep up their good work: They soon gave the 3 Series a pioneering role, making this the first car in its class with a six-cylinder power unit. So when the two new 320/6 and 323i made their debut at the 1977 Frankfurt Motor Show they were clearly the highlights in the eyes of BMW enthusiasts everywhere. Indeed, this combination of an agile and sporting saloon with a silken-smooth, refined and powerful six-cylinder was quite unique in the market.

Particularly the 323i very quickly gained the reputation of a wolf in sheep's clothing: Displacing 2.3 litres, the K-Jetronic injection engine featuring transistorised ignition developed maximum output of 143 bhp accelerating this two-door high-performance compact saloon to a top speed of190 km/h or 118 mph. And to provide the same kind of deceleration, the 323i came with disc brakes all round. Featuring technologies of this kind, the top-of-the-range 3 Series was not only faster than numerous cars one class higher up in the market, but also superior in its technical features. Not just that the two straight-six power units offered superior output and performance - no, they were also very fuel-efficient: "Consuming 13.2 and 13.4 litres (21.4 and 21.1 mpg Imp) under testing conditions", stated a renowned car journal, "the 320 and 323i prove that it is quite possible to achieve superior economy with a small six-cylinder".

In all, BMW had invested DM 110 million in this engine series, one of the achievements being that production of the six-cylinders was now faster and took less time than production of the former four-cylinders. Above all, however, the engineers and technical specialists had created a new benchmark in the 3 Series segment: "The really outstanding point is how the car develops its power", wrote one of Europe's leading car magazines. "With vibrations reduced to virtually zero, the small engine revs up to maximum speed in a silken-smooth surge of power, with that muscular sound of six cylinders but without the slightest hassle or pretentiousness."

In the meantime, however, a gap had developed between the 98-horsepower 318i and the new 320/6 developing a superior 122 bhp maximum output. So in 1979/80 the four-cylinder models moved up: The 1.8-litre power unit was revised and entered the market as a 90-bhp carburettor engine in the 316 and with a 105 bhp fuel injection power unit in the 318i. And since there was now also room for a new entry-level model, the 315i powered by a 75 bhp 1.6-litre made its appearance in 1981.

Four out of Five Drivers of the 3 Series: "No Need for Improvement".

Given its outstanding success, the 3 Series soon became the subject of countless assumptions and surveys on the car and its drivers. A study conducted in 1980, for example, showed that at a share of 31 per cent the 320i was the best-selling 3 Series, followed by the 316 accounting for 27 per cent, the 318 with a share of 24 per cent, and the 323i with a share in sales of 18 per cent. The purchasing motives were the car's performance in 77 per cent of all cases, its superior handling for 65 per cent of the customers, and the special looks of a sporting saloon in 64 per cent of the reasons quoted for buying the car. And almost two-thirds stated that their next car would once again definitely be a BMW.

Another enquiry showed that drivers of the BMW 3 Series were particularly active motorists, more than 60 per cent covering more than 17,000 kilometres or 10,500 miles a year. Unlike the image they had so often, these dedicated motorists were by all means sensible in their driving behaviour: Showing average fuel consumption of roughly 12 litres/100 km (23.5 mpg Imp), they were among the more fuel-conscious drivers at the time. In particular, however, 80 per cent of the 3 Series owners were convinced that there was no need to improve the 3 Series in any way.

In 1981 this high degree of satisfaction on the part of customers was confirmed by a very convincing number: Almost exactly six years after the start of production, to be precise in May 1981, the millionth 3 Series came off the production line, thus making the 3 Series the most successful BMW of all times.

1982: the Second Generation.

Clearly, this success was also a commitment. And it opened the door for even greater success: In 1982 BMW presented the thoroughly revised and updated second-generation 3 Series. Working consistently on this best seller, BMW's engineers had done an outstanding job: Although the new model offered four centimetres more space inside, body length had not just remained the same, but had even become three centimetres shorter. The front direction indicators had moved from the front edge of the fenders into the bumpers, and now there was a wider, stronger-looking B-pillar finished in matt black.

By now the wedge shape with the high rear end had long been accepted, nobody criticising the somewhat higher luggage compartment lid and the larger tail lights. On the contrary: With its track 35 millimetres or 1.38´´ wider, the new 3 Series looked a lot more powerful and muscular. And this impression was quickly confirmed on the road: First, BMW's development specialists had put the 3 Series on a strict diet, saving some 30 kilos or 66 lb per car, despite the wider range of equipment. Second, the power units within the wider engine compartments were in part even more powerful. In particular, however, the new two-door models were faster than their predecessors also thanks to their significantly improved aerodynamics.

Powered as before by a 90-bhp four-cylinder, the 316, for example, now had a top speed of 175 km/or 109 mph. Featuring mechanical fuel injection, the identical four-cylinder in the 318i developed maximum output of 105 bhp, sufficient for a top speed of 184 km/h or 114 mph. The two six-cylinders, finally, now came with electronically controlled fuel injection giving the power unit in the 323i even more torque and truly outstanding performance, with a top speed of 202 km/h or 125 mph.

Despite this superior power, the top-of-the-range 3 Series was by all means fuel-efficient, consuming just 8.9 litres on average in the DIN consumption test (31.7 mpg Imp) thanks to its five-speed gearbox with an overdrive economy top gear. The 320i, finally, was hardly any slower, reaching a top speed of 197 km/h or 122 mph with its 2.0-litre 129 bhp power unit. And its list price back in 1982 was almost DM 3,000 lower than that of the 323i, DM 24,550 definitely being an interesting offer.

The updated engines were not the only features to be admired beneath the sheet metal. For in the interest of enhanced driving safety without impairing the car's handling, BMW's engineers had given the new 3 Series a single-joint spring strut axle at the front with sickle track arms and a reduced roll radius. The rear axle, in turn, came with separated dampers and springs, with the control angle of the rear semi-trading arms changing from 20 to 15o. In all, this provided an even better suspension set-up offering in particular an even higher standard of driving safety with handling remaining at least as good as before.

The First Variant: the Four-Door 3 Series.

After just one year of production, BMW had already built 233,781 new 3 Series. And this was prior to the big surprise in autumn 1983, when the 3 Series made its appearance with four doors. Introducing this four-door model, BMW was indeed responding appropriately to an increasingly frequent request from potential customers looking for more comfortable and convenient access to the rear seats. So now having a family and children was no longer a reason not to buy a 3 Series.

Indeed, this was a tempting concept: To take the nucleus of the sporting 3 Series and, on this basis, to create cars by all means able to fulfil other demands and requirements in an excellent manner. So in the next two years BMW's engineers proved clearly that this was a very promising proposition: Launching the eta six-cylinder in 1984, BMW, with the support of its engine specialists, presented an entirely new and very different concept. The 2.7-litre six-cylinder power unit of the 325e was optimised without compromises for torque and economy, consuming just 8.4 litres of regular fuel on 100 kilometres (33.6 mpg Imp), despite maximum output of 122 bhp at a low engine speed of 4,250 rpm.

The BMW eta was powerful, efficient - and clean: The 325e was the first 3 Series available exclusively with a catalytic converter. Convinced that this was the right solution, BMW had developed this superior system of clean engine management to production standard right from the start and therefore offered the widest range of catalyst cars at the time, particularly in the 3 Series segment.

1985: All-Round Economy, Dynamic Performance, Open-Air Driving Pleasure and Uncompromising Sportiness.

The wish to combine sporting performance with superior economy inspired the fathers of the 3 Series to strive for an ever-increasing standard. So in 1985 they took a bold step, fitting the first straight-six BMW power unit without spark plugs - a diesel - into their compact saloon.

Developing maximum output of 86 bhp, the BMW 324d was indeed a powerful car in the diesel market, achieving a top speed of 165 km/h or 102 mph. In particular, however, it made a name for itself through its superior smoothness and refinement, setting the foundation, together with the BMW 524td already launched in 1983, for the highly successful diesel story destined to follow at BMW.

The 324d was not the only new entry to join the 3 Series in 1985. No - the other, perhaps even more spectacular, new addition to the range was the 217 km/h (135 mph) 325i featuring a 171 bhp six-cylinder and taking over the position of the flagship from the former 323i. Indeed, this top-of-the-range model was also available in the guise of the 325iX with four-wheel drive: Instead of a - simple - add-on front-wheel-drive system, however, this high-traction 3 Series featured a power divider with viscous coupling for permanent four-wheel drive complete with ABS anti-lock brakes.

The next new model to enter the market was truly an outstanding highlight not only for the BMW enthusiast, the 325i Convertible becoming the first genuinely open four-seater built in Germany in the last six years. And the fourth newcomer, the BMW M3, featured an all-out athlete's heart beneath its discreetly modified body: Maximum output of the M3's four-cylinder 16-valve power unit derived directly from a racing engine was 200 bhp.

With numerous model variants ensuring outstanding success, the Munich Plant soon reached the limits to its capacities. In response to this need for ongoing enlargement, plans started in the early 80's to build a new plant, production starting in the Bavarian city of Regensburg in November 1986. On a broader, international basis, the first generation of the 3 Series had already been built in Rosslyn/South Africa.

A Trendsetter since 1987: the 3 Series touring.

Back in 1984 an engineer at BMW had considered building a car combining driving pleasure with practical value. His motive was his family - his wife was expecting a new baby! So he needed more space and practical features, without forfeiting the sporting character and driving pleasure of his BMW 3 Series.

After informing his superiors of his plan, he drove his 3 Series Saloon into his garage in October 1984, and got to work. He cut open the entire car, moved the C-pillar to the back, and added a centrepiece where the C-pillar had been before. He then extended the rear lid down to the taillights and used the rear window already approved by the German TÃœV Technical Inspection Authority.

From beginning to end, this highly dedicated engineer took only six months to complete the car. So in April 1984 he was able to proudly present his new car to his superiors, still focusing at the time on his private requirements. And since his superiors - and many others - were simply thrilled, the BMW 3 Series touring eventually saw the light of day in August 1987.

Nobody had ever expected to see a 3 Series with a rear lid in tailgate design. After all, back then estate cars were still regarded as utility or commercial vehicles. But the 3 Series touring was completely different: agile, dynamic, and simply beautiful. Or, to put it in a nutshell, the car had everything to make it a genuine trendsetter. Delivery of BMW's new five-door thus started in early 1988, initially in the guise of the 320i, 324td, 325i, and 325iX. The 318i joined the group a year later, eventually becoming the best seller in the touring range at an entry-level price of DM 33,650.

The debut of the touring was accompanied by a discreet update of the Saloon, now also featuring the 115 bhp turbodiesel in the 324td opening up a new era in diesel technology: DDE Digital Diesel Electronics revolutionised the ongoing development of the diesel, masterminding exhaust emissions and fuel consumption, noise emissions and motoring culture much faster and more precisely than a mechanical control system. Clearly, this set the foundation for a unique story of success in the diesel world.

Another new engine in the range was the four-cylinder in the 318i, with a smaller bore but 10 millimetres (0.39´´) more stroke. Although the compression ratio was reduced to 8.8:1 in order to run the car on regular fuel, the 1.8-litre power unit, benefitting from modern Motoronic engine control, now developed 113 instead of 105 bhp. A second version of this four-cylinder injection engine followed in 1988, the 1.6-litre developing 100 bhp and replacing BMW's last carburettor engine through the introduction of the 316i.

In terms of its looks, the updated 3 Series differed from its predecessor by modified tail lights, low-beam headlights in ellipsoid technology, and improved bumpers. The chassis, in turn, featured double-tube dampers and the 325i was equipped as standard with ABS anti-lock brakes.

The last model in this version of the 3 Series with a new engine entered the market a year later - and this was certainly one of the most interesting variants: the 318is. Benefitting directly from BMW's experience with the M3 both on the road and on race track, this was the first volume-production BMW to feature a four-valve cylinder head. So not surprisingly, this 136 bhp 1.8-litre available only as a two-door model with five-speed transmission was homologated for motorsport just one year later. And at the same time the 318is was the last two-door 3 Series Saloon.