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.

History of the BMW 3 Series.(cont.)

1990: the Third Generation.

Even the BMW 3 Series had not passed through the ’80s without being affected by the course of time: The straightforward, box-like shape of the car had taken on the patina of a classic – the time had come for a new model, a really new BMW 3 Series.

Travelling down to BMW’s proving grounds in the Southern French town of Miramas in late October 1990, journalists were able to admire the new 3 Series with its long, stretched body in elegant design. Apart from the completely different silhouette, the smooth front end of the new car was a genuine eye-catcher at first sight: On either side, the dual headlights were covered by a glass plate, with the wide kidney grille in between.

Deviating from the former practice, the new Saloon made its debut right from the start with four doors, offering the driver and his passengers more space and motoring comfort on slightly larger exterior dimensions. Kneeroom for the rear-seat passengers alone, for example, was up by more than 30 millimetres or 1.18´´. The overall design of the car, despite its four doors, was nevertheless clearly oriented towards sporting performance: Long wheelbase of 2,700 millimetres or 106.3´´, short overhangs, 1,418 millimetres (55.8´´) track at the front and 1,431 millimetres (56.3´´) at the rear clearly bore testimony to the car’s outstanding driving characteristics right from the start.

Beneath the engine compartment lid there was more than ample power in each category with none of the new models going below the 100 bhp limit: The 1.6-litre “basic� engine in the 316i entered the market with 102 horsepower, developing even more power – 113 bhp – in the 318i. The two straight-six power units, in turn, churned out a substantial 150 bhp in the 320i and an even more impressive 192 bhp in the 325i. And while the four-cylinder power units had been carried over from the former generation with hardly any changes, the six-cylinder engines now featured two camshafts and four valves per cylinder. The price range was correspondingly large, the new 3 Series starting at DM 30,800 and going all the way to DM 49,000.

Even More Active and Passive Safety.

The chassis and suspension of the new car kept all the promises made by the beautiful and sporting body: At the front the new 3 Series featured a spring-strut axle, at the rear a central-arm axle for enhanced driving safety combined with a corresponding improvement of motoring comfort. ABS anti-lock brakes were standard in the top-of-the-range model and optional in the other cars. And BMW’s engineers had also made substantial investments in passive safety, the 3 Series being the first German car to enter the domestic market with integrated door reinforcements. The passenger cell of the 3 Series, in turn, was built to the latest standards, including special side impact protection over and above many other features. Hence, the bodyshell fulfilled all crash standards and requirements in force worldwide at the time, a reversible bumper system keeping damage to a minimum in head-on collisions of up to 15 km/h.

The response to the new 3 Series was overwhelming. Focusing on the 325i, for example, a leading German newspaper quite simply waxed lyrical: “This car offers that unique harmony of superior technology and flair perfectly combined with one another, thus ensuring supreme driving pleasure and, at the same time, equally supreme peace of mind and outstanding safety. Perhaps this is the ultimate combination of superior chassis technology, driving agility, and motoring precision all in one.�

Really Dynamic: the First 3 Series Coupé.

The new Saloon did not remain alone for long. Because BMW obviously planned to introduce successful body variants once again, re-entering the segments which had already proved so popular with very many customers. But this time everything was done the other way round and quite differently: The two-door model entering the market in early 1992 was no longer a Saloon, but rather a very elegant Coupé. And although the car’s resemblance to the four-door model was obvious at first sight, the two variants actually shared only a few common parts – for in reality the two-door model was a different, a unique car without compromises: It was 3 centimetres (1.18´´) lower and, together with the front end 8 centimetres (3.15´´) longer, the lower engine compartment lid complete with air intake slots, the roof 3 centimetres (1.18´´) shorter, wider doors with frameless windows and glass-covered B-pillars, as well as the shorter and lower luggage compartment lid, it stood out clearly through its classic and elegant side-line.

Even so, BMW’s focus went far beyond the new body. For technical progress was also significant beneath the sheet metal, borne out, for example, by variable camshaft control. Referred to as “VANOS�, this new technology improved the torque curve, fuel economy and emission management in one significant breakthrough. A further advantage offered by VANOS was the increase in compression on the two-litre model to 11:1 and on the 2.5-litre to 10.5:1 without risking engine damage. Accordingly, the six-cylinders developed their maximum toque at a low 4,200 rpm, 500 rpm earlier than before.

Definitely the most positive point for the customer, however, was the improvement in fuel economy by 0.7 litres in the combined cycle, both the 2.0- and 2.5-litre now making do with just 8.8 litres of premium fuel (32.1 mpg Imp) in the combined cycle. The model range now started with the four-cylinder 318is Coupé , extending on to the two six-cylinder 320i and 325i Coupés, and was joined in autumn 1993 by the 316i Coupé. Another new six-cylinder, by contrast, was initially reserved to the Saloon alone: Launching the 325td with a 2.5-litre diesel now developing and dynamic 115 bhp, BMW successfully continued the great story of the Sports Diesel.

For the Genuine Aficionado: Convertible and M3.

Development of the 3 Series continued at this rapid pace, BMW introducing two new highlights based on the new model: The new M3 as of the end of 1992, and the Convertible from spring 1993. Once again, the open-air 3 Series was a genuine fully open car, offering space for four and, thanks to its excellently dampened roof, ideal protection from wind and weather throughout the year. There was also an optional hardtop turning the Convertible into a virtually perfect Coupé very similar in its looks to the “real thing�.

The Convertible model range was rounded off within just a few months, comprising the 318i, the 320i, and the 325i. The new M3 also came as an open-air sports model, albeit a year later. For when making its debut the most dynamic of all 3 Series first entered the market as a Coupé, the Convertible and Saloon following somewhat later. But regardless of the body, a 286 bhp straight-six turned the new BMW M3 into an absolute winner on the Autobahn and on country roads alike, even though the M3 with its discreet changes to the body was hardly perceptible as a sports car at first sight.

Coining the statement: “The car has the power of a buffalo all the way from very low engine speeds� at the time, a motor journalist was however referring not to the M3, but rather to another newcomer in the 3 Series – the 325tds. Featuring a turbocharger and an intercooler, the six-cylinder power unit in this Sports Diesel developed a superior 105 kW/143 bhp and built up maximum torque of 260 Nm/192 lb-ft , but consumed only 6.7 litres of low-priced diesel per 100 kilometres in the combined cycle (equal to 42.2 mpg Imp). At the same time acceleration from 0–100 km/h came in 10.4 seconds, with a top speed of 214 km/h or 133 mph. So it is fair to say that the 325tds offered a very high standard in virtually every respect – economy, environmental care, and practical performance on the road.

Two Doors plus a Big Tailgate: the compact.

The introduction of new models continued in 1994: Overall length of 4.21 metres or 165.7´´, space for 4–5 and/or all kinds of luggage, two doors plus a large tailgate, and an attractive price – those are the highlights of the 3 Series compact introduced in two versions in 1994: the 316i in April and the 318is in autumn.

It was also in autumn 1994 that BMW rounded off the diesel range at the bottom end: The cars introduced in this case were the 318tds Saloon with its four-cylinder turbodiesel featuring intercooler technology and, launched in summer 1995, the 318tds compact, both aiming at motorists demanding the utmost in economy but not wishing to forego superior performance and motoring comfort.

A typical BMW through and through, the 318tds Saloon combined the agile and comfortable character of the 66 kW/90 power unit with average fuel consumption of 5.9 litres/100 km (47.9 mpg Imp) in the combined cycle.

Marking the end of the year, a new generation of six-cylinder engines made their appearance: The two most significant changes were the increase in engine capacity at the top end from 2.5 to 2.8 litres and, as the second highlight, the introduction of an aluminium engine block replacing the grey-cast iron unit.

Particularly the new top model in the 3 Series was able to impress both connoisseurs and the general public alike with some outstanding figures: Consuming just 8.5 litres of premium fuel in the combined cycle (33.2 mpg Imp), the 328i was a whole litre more fuel-efficient than the average car in its performance segment up to 142 kW (193 bhp). And at the same time maximum torque of 280 Nm/206 lb-ft marked a new record for normal-aspiration engines in this segment.

The power unit featured in the new 323i followed the same example, consuming a mere 8.3 litres in the combined cycle (34.0 mpg Imp) and thus standing out even more clearly than its bigger brother from other cars in its segment. And developing maximum torque of 245 Nm/181 lb-ft, this new BMW in the 125 kW (170 bhp) market segment also stood out clearly from the rest.

1995: new touring with Many Talents.

Long awaited, a genuine trendsetter in the 3 Series entered its second generation in 1995: the 3 Series touring. Derived like its predecessor directly from the Saloon, the touring offered the enthusiast all the technical and optical amenities of the 3 Series. It also came with virtually the same equipment and features as the Saloon, but with the exclusive upholstery and interior colours otherwise available only in the Coupé. Apart from numerous optional extras, there was now also a rear-seat bench with two integral child seats making allowance for requests from a large number of customers within the car’s target group. The 3 Series touring entered the market initially as the 320i, 328i, 318tds, and 325tds, the 318i and 323i following somewhat later. In 1997, finally, the range of sophisticated estate models was rounded off by the 316i touring.

Launching the new 323ti in 1997, BMW placed a new model right at the top of the compact range so far not available in the compact saloon segment. The 170 bhp six-cylinder power unit combined with rear-wheel-drive for optimum driving dynamics made the particularly athletic 323ti the new benchmark in this segment. Referring only very discreetly to its athletic power unit, the 323ti stood out from the other compact models mainly through its sports suspension lowering the entire car by 15 millimetres or 0.59´´ as well as the dual tailpipes. Acceleration to 100 km/h was in 7.8 seconds and top speed was 230 km/h or 143 mph, quickly giving the 323ti the image of the “small man’s M3�.

1998: the Fourth Generation.

The fourth BMW 3 Series entered the market in May 1998 – initially with the four-door Saloon offering even more motoring comfort, greater safety, and enhanced performance. And indeed, the introduction of the new model marked a genuine “Big Bang�, the 320d making its debut as the first-ever BMW with a direct-injection diesel engine developing 100 kW/136 bhp and top speed of 207 km/h (128 mph) on just 5.7 litres/100 km (49.6 mpg Imp). In particular, this outstanding car quickly made a great name for itself through its supreme refinement.

The other engines were equally progressive, the “basic� model being the 118 bhp 318i followed by the 150 bhp six-cylinder 320i, the 170 bhp 323i, and, finally, the 193 bhp 328i with a top speed of 240 km/h or 149 mph. Again, these engines also had many new features to offer, the 1.8-itre four-cylinder, for example, coming with two balance shafts reducing the noise level within the car by up to 10 dBA versus the former model. And increased in size to 1.9 litres, the larger of the two four-cylinders offered almost the same smoothness and refinement as a straight-six.

The most outstanding new technical feature on the six-cylinders was the introduction of double-VANOS providing an even more muscular torque curve and serving to further reduce pollutants in the car’s emissions. This evolutionary system of adjusting not only the intake, but also the outlet camshaft was taken over from the BMW M3 and was specially adapted for large-volume production. Versus the technically simpler so-called “black-and-white� version shifting in only two modes, the new adjustment process was infinite and fully automatic, covering the engine’s entire speed range.

Innovative Equipment.

The 3 Series also remained true to its cause in its dimensions, the new model growing by about 4 centimetres or 1.6´´ over its predecessor in both length and width, while compared with the first 3 Series back in 1995 it was only 12 centimetres or 4.7´´ longer. The double kidney-grille was now integrated in the engine compartment lid, teaming up with the dual round headlights behind clear glass covers to give the new car a powerful face full of expression.

The interior had grown accordingly, matching the development of the exterior: Inter alia, the longer wheelbase offered 20 millimetres or 0.78´´ more kneeroom for the rear-seat passengers, who also enjoyed some 10 millimetres or 0.4´´ more headroom as well as a lot more freedom for their feet.

The chassis was likewise a new development, some axle components being made of aluminium, others, such as the front and rear axle subframe, being manufactured out of high-strength steel again lighter than on the former model. In conjunction with rear-wheel drive and ideal 50:50 weight distribution enhanced by the electronic ABS and ASC+T control systems as well as DSC III Dynamic Stability Control, the chassis and suspension of the new 3 Series set a new benchmark. And a particular highlight within this package was the ITS head airbag, a tubular structure concealed in the door frame between the driver and front passenger and offering far better head protection than before in the event of an emergency.

Not only spectacular innovations took the 3 Series once again into regions otherwise only offered by the luxury performance class – if such regions had been entered before at all. One example of such innovations introduced by BMW was Car Memory and Key Memory introduced as standard equipment, as well as the multifunction steering wheel, rain sensor and Steptronic available as options. Then, starting in autumn 1998, integrated child seats, tyre pressure control, xenon headlights, the on-board monitor complete with a navigation system, TV and the enhanced on-board computer marked further milestones in this process of development.

Unique Through and Through: the Coupé.

Like an athlete in a pinstripe suit – this is how the second-generation of the BMW 3 Series Coupé entered the market in April 1999. Initially, the Coupé made its appearance as the 323 Ci and 328 Ci followed in summer of the same year in the guise of the 320 Ci and in autumn 1999 as the Frühjahr 2000 318 Ci.

Like its predecessor, the new two-door model was based on the Saloon, but came with different dimensions at some decisive points: The Coupé was 17 mm (0.67´´) longer, 18 mm (0.71´´) wider, and 46 mm (1.81´´) lower than the four-door model. And at the same time it offered its occupants a lot more space than its predecessor. Indeed, these different proportions, interacting with the windscreen at a lower rake, provided a much sleeker, stretched, refined and elegant view from the side.

New touring and Power Diesel: the 330d.

The next version of the 3 Series entered the market in the very same year: the new touring. The debut of the new estate was in October, with the 318i, 320i, 328i and the 320d all being launched together. The final touch in the initial range then came early in the year 2000 with the introduction of the 330d touring as a genuine Super Diesel. Indeed, this car was so good that it came not only in touring, but also in Saloon, guise. Developing maximum torque of 390 Nm or 287 lb-ft from 1,750 rpm, the six-cylinder diesel was indeed a genuine muscle machine offering unique refinement at the same time. The enormous power and torque of this model was also borne out by its impressive elasticity, the 330d Saloon accelerating in fourth gear from 80–120 km/h (50–75 mph) in just 6.9 seconds, leaving all its competitors behind. And with average fuel consumption of just 7.0 litres/100 km in the composite test, combined with 135 kW/184 bhp maximum output and top speed of 225 km/h or 140 mph, the term “efficiency� quickly took on a very new dimension.

Featuring four-valve technology, a VNT turbocharger and intercooling, the technical concept of this direct-injection six-cylinder is largely identical to that of the four-cylinder, with one fundamental difference: Instead of a distributor-type injection pump, common rail fuel injection serves to supply fuel to the cylinders.

Introducing the new 3 Series touring, BMW’s development engineers had once again upgraded the concept of the dynamic but elegant top-class estate. The new touring offered all the qualities and strengths of the new 3 Series in every respect with its sporting proportions and characteristic lines, but was a different car all the same. In its exterior dimensions, on the other hand, the touring follows the other two variants in the 3 Series: It is 46 mm (1.81´´) longer, 16 mm (0.63´´) wider, and 29 mm (1.14´´) higher than its predecessor.

Continuing the Story of Success: No 3 in the Sales Charts.

By the end of the year BMW was well-rewarded for this outstanding model range: The 3 Series finished the year 1999 in third place in Germany’s registration statistics, scoring a success no other car in its segment had ever achieved before. And in the USA the 3 Series, accounting for a share in its segment of 38 per cent, was the superior winner in the European category of compact luxury performance cars.

Just a few weeks before the open-air season in spring 2000, BMW entered the market with the new 3 Series Convertible. This open-air four-seater made its debut in the guise of the 323 Ci featuring a straight-six 125 kW/170 bhp power unit. The new car was obviously a member of the still-young 3 Series, identical with the Coupé from its front bumper all the way to the A-pillar. But at the same time the striking waistline and the powerful rear end gave this open-air newcomer a different, unique character right from the start.

The Convertible was also quite different inside, featuring front seats fitted for the first time as standard in this case with integrated seat belts. The rollover protection system featured as standard with a rollbar in the windscreen frame and two rollbars in the rear headrests moving up automatically when required reliably protects all occupants from the risks of a rollover.

Enhanced Traction: BMW 3 Series with Four-Wheel Drive.

A few months later BMW re-arranged the engine capacity designations for the six-cylinder 3 Series, the numbers “325� replacing the former “323�, the “328� becoming the “330�. Developing maximum output of 170 kW/231 bhp, the supreme three-litre straight-six made a great name for itself through its supreme refinement and outstanding power.

Then yet another new version entered the market in June: the BMW 3 Series with four-wheel drive. Featuring permanent power distribution to all four wheels, the first models presented with this new technology were the Saloon and touring powered by the new 3.0-litre straight-six. Unlike conventional systems in the market, BMW’s four-wheel-drive system made do without conventional locks, the desired effect being achieved automatically by selective brake intervention on the wheels. The control functions required for this purpose come straight from DSC Dynamic Stability Control modified for four-wheel drive and appropriately enhanced where necessary.

The Youngest Member of the Family: the 3 Series compact.

The BMW 3 Series entered the year 2001 with the launch of the last variant still “missing�, the compact. Featuring a new interpretation of BMW’s characteristic dual headlights, the compact once again came with an unmistakable “face�, while round individual tail lights beneath a clear glass cover also underline the car’s individual character from behind.

Compared with the 3 Series Saloon, the new compact, while featuring the same wheelbase, is 21 cm or 0.83´´ shorter. But compared with its predecessor, it is 53 millimetres or 2.09´´ longer and wider, the extra space benefiting exclusively the passengers at the rear.

The new compact entered the market with two engine variants, although admittedly this time the four-cylinder was technologically the more interesting model: The 316ti was the first production car in the world to boast a VALVETRONIC power unit. This outstanding technology developed by BMW for the first time allows variable adjustment of intake valve lift and, as a result, throttle-free load management. The result is an increase in fuel economy by up to 10 per cent, regardless of the fuel grade actually used.

To put this in figures, the 1.8-litre benefiting from BMW’s unique gas cycle management develops 115 bhp with maximum torque of 155 Nm or 114 lb-ft, has a top speed of 201 km/h or 125 mph, but consumes only 6.9 litres of premium fuel on 100 kilometres (41.0 mpg Imp). The “other� model is the 325ti boasting BMW’s superior straight-six displacing 2.5 litres and developing maximum output of 192 bhp – which, not surprisingly, is good for a top speed of 235 km/h or 146 mph. And returning just 8.9 litres/100 km (31.7 mpg Imp) on premium fuel, this model is just as impressive in its all-round economy.

Just a few months after the world debut of the 316ti compact, BMW introduced power-enhancing and fuel-saving VALVETRONIC on a broad scale in volume production: Starting in September, an all-new four-cylinder displacing two litres took the position of the former 1.9-litre in the model boasting the “318� number designation.

Setting a clear sign for the ongoing dynamic development of the 3 Series, BMW introduced the SMG Sequential Manual Gearbox in the 3 Series as of 2001. Available as an option for the 325i/Ci and 330i/Ci – that is for the Saloon and Coupé – this advanced technology offers the sports-minded motorist even greater driving pleasure. In technical terms, SMG is based on an electronically controlled servo gearshift and an automatic clutch ensuring a supreme standard of dynamic motoring.

Trendsetters: Coupé and Convertible with Diesel Power.

One of the last new models in this fourth generation of the 3 Series was not a late-comer, but rather a trendsetter: Introducing the 330Cd, BMW offered a diesel-powered coupé for the first time in the market. This 204 bhp power machine – the direct-injection six-cylinder had been enhanced for even more output in the meantime – drives the way you would expect of a BMW coupe, but nevertheless offers all the advantages of a diesel: Maximum torque of 410 Nm or 302 lb-ft at just 1,500 rpm on average fuel consumption of 6.6 litres or 42.8 mpg Imp.

Offering qualities of this calibre, the BMW 330Cd obviously fulfils all the expectations of existing and new Coupé fans. Particularly in the substantially growing European diesel market, the new Diesel Coupé sets the standard in terms of driving pleasure, styling and common sense.

Coming to the end of the year 2000, yet another new model has made its appearance in BMW’s pricelist: In the guise of the BMW 320Cd Convertible, the first open-air BMW with diesel power is now on its way to the customer. The obvious features of this superior Convertible ideal for cruising are superior economy, powerful torque of 330 Nm or 243 lb-ft, and supreme running smoothness.

Once again, the Diesel Coupé comes not only with a new engine, but also with other new technologies: For the first time it features Adaptive Headlights guiding the driver round the bend and enhancing traffic safety. Indeed, the BMW 3 Series Coupé and Convertible were the first BMWs to feature this intelligent lights technology.

Talking about “lights�, it was precisely this issue which had already hit the headlines with the 3 Series in 2003: This was when, in December, two-stage brake lights became available in Germany and nearly all other markets – naturally as a standard feature. This Brake Force Display is made possible in technical terms by additional light surfaces coming on whenever the driver applies the brakes in an emergency. This enhanced brake light thus tells motorists following from behind how hard the BMW driver in front is applying the brakes, enabling them to react accordingly.

This is – or was – the last major technical innovation introduced into the market in this generation of the BMW 3 Series. And one thing goes for sure: The next 3 Series will continue this tradition in grand style. Indeed, it has already begun.

The Purebred Sports Car: the BMW M3

Connoisseurs and aficionados everywhere started to look ahead with a great feeling of anticipation in August 1985, when Germany’s car magazines spread the first news about the fastest-ever BMW 3 Series set to enter the market. And indeed, the facts and figures they reported clearly showed that this would be a genuine sports car far superior to its previous segment: Maximum output 200 bhp, top speed 230 km/h (143 mph) +, acceleration to 100 km/h in 6.7 seconds. The only drawback was that according to the same reports those connoisseurs and aficionados would have to wait until mid-1986 for the “most dynamic BMW 3 Series the world has ever seen�.

Project M3 had started only a few months earlier at BMW Motorsport GmbH: Seeking to build a competitive sports engine, the team had started a future-oriented development process based on BMW’s two-litre four-cylinder. Their first step was to increase engine capacity to 2.3 litres, at the same time following a strategy which had already made the team very successful for many years – and which is still successful today: four-valve technology. So within a very short time, the team created a power unit for the BMW 3 Series destined under its development designation S14 to hit the headlines in both motorsport and series production.

Unlike other high-performance cars, this dynamic 3 Series was not to be built in small numbers by hand, but rather as a large-volume project coming off the assembly line. Because the M3 planned to be built initially in a run of 5,000 units was to be a road-going car fully suited for everyday use.

Dynamic but Clean: Top Performance also with a Catalytic Converter.

But this was not the only challenge taken on by BMW’s engine specialists in spring 1985. For if the M3 was to be a future-oriented, trendsetting sports car, it was to meet this objective in as many respects as possible. Which, among other things, also meant the right kind of emission management: From the start the four-cylinder power unit was developed for perfect interaction with a fully controlled catalytic converter. Making this move, BMW was once again taking a bold step, with unleaded gasoline not necessarily having the reputation in the mid-80s of giving high-performance power units a long running life. And another factor was that catalytic converters added on to the engine literally blocked the power and performance of many cars. Still, the M3 clearly showed that this need not necessarily be the case, the most dynamic and powerful of all 3 Series developing an unmatched 143 kW or 195 bhp.

The BMW M3 made its first public appearance on the BMW stand at the Frankfurt Motor Show in autumn 1985, clearly standing out from the other 3 Series even without any special paintwork due to the big spoiler extending over the entire width of the car above the bootlid at the rear. And all round this show model, air dams bore clear testimony to the aerodynamic refinement of the 3 Series’ bodyshell. Yet a further feature was the introduction of the flared wheel arches destined to become so characteristic of the M3, the muscular extension of the car’s wings ending in a powerful, sweeping line below the edges of the fenders as such. So there could be no doubt about it – the BMW M3 looked fast even at a standstill.

High-Class Racing Technology for a Top Speed of 230 km/h or 143 mph Minimum.

However, testers and customers still had to wait at least half a year. The first pre-series cars were ready in spring 1986 and the M3 was presented to the press at an appropriate location – on the famous race track in Mugello, Italy. On the occasion car testers were impressed to see that the aerodynamic looks were not exaggerated, but were rather an understatement, BMW’s new power machine boasting thoroughbred racing technology within its muscular body. The axle kinematics, springs and dampers, for example, were all modified, the brake system featuring ABS as standard came with inner-vented disc brakes at the front and a high-pressure pump driven by the engine. This servo pump also fed power to the steering, enabling both systems – the brakes and the steering – to operate independently of underpressure in the engine.

Aerodynamic refinement of the car was also reflected by the excellent drag coefficient of 0.33. Lift forces on the front axle were approximately 50 per cent lower than on the other two-door 3 Series, with lift forces at the rear being reduced by an even more impressive two-thirds thanks to the large rear wing. For the driver, this meant a significant improvement of driving stability and even more precise steering behaviour at very high speeds, the M3 in standard trim reaching a top speed of 230 km/h or 143 mph with its catalytic power unit and 235 km/h or 146 mph without a catalyst.

At the same time the M3 was very economical in terms of fuel consumption, consuming well under 9.0 litres/100 km (31.4 mpg Imp) in the one-third mix consumption test applied at the time at a steady speed of 90 km/h (56 mph), 120 km/h (75 mph), and in city traffic. However, a car like this obviously came at an appropriate price, the price tag on the M3 in 1986 being DM 58,850 in the German market. By comparison, the next most expensive 3 Series was the 325i Convertible retailing in Germany at DM 46, 800.

Still, selling the required number of 5,000 units to customers was not the slightest problem. As early as in summer 1986, long before the start of deliveries, purchase contracts for the M3 were already being traded at a premium price in car magazines everywhere. And it did indeed take until 1987 for all 5,000 units of the first M3 to line up for a family photograph at BMW’s car park in Munich-Freimann before setting out to their destinations all over the world.

Car connoisseurs and enthusiasts thus clearly honoured the strengths and qualities of this sporting 3 Series, the readers of German car magazine “sport auto� choosing the M3 as their “Most Sporting Saloon of the Year�. And this was quite justified, considering what the M3 had to offer: It was the first BMW back in 1987 to feature electrically adjustable dampers with three different settings. Simply by turning a button on the handbrake lever, the driver was able to choose between the Sports, Normal and Comfort modes, control lamps in the instrument panel showing the setting currently in use.

For the Genuine Enthusiast: the Evolution and Convertible Models.

Proving its reliability and long-distance qualities under the toughest racing conditions on the track, the M3 was further upgraded in 1988, giving the customer the choice of two even more outstanding models: Introducing the M3 Evolution, BMW first launched a small, special series of even more powerful and dynamic cars. Distinguished by their even more opulent spoilers, these special versions of the M3 were powered by a 220 bhp engine. And again, there was also a catalyst version as of the end of 1989 developing maximum output of 215 bhp.

The second offering was for a very special group of customers seeking to enjoy the very best in open-air motoring: This was the M3 Convertible based on the 3 Series Convertible. With maximum engine output of 195 bhp, this very special model had a top speed of 228 km/h or 141 mph, making it by far the fastest open four-seater available in a small production series.

Precisely 17,900 M3s came off the production line in Munich by the end of 1992, including 786 Convertibles. Nobody had expected such overwhelming success – and so it was only obvious to continue this success story with the new 3 Series in the market since 1990.

The Six-Cylinder – the Second M3 Enters the Market.

This M3 was a completely new – and a completely different – car. The former model now no longer in production had been an uncompromising sports machine built consistently for racing requirements and requiring the driver to show active qualities himself in making the necessary concessions. What was now coming was an elegant and discreet Coupé powered by an ultra-muscular but refined six-cylinder. Maximum output of this four-valve power unit was 210 kW or 286 bhp, with VANOS camshaft management, BMW’s revolutionary new technology, offering the very best in power and performance.

The German abbreviation for Variable Cam Spread, VANOS is able to adjust the intake valve opening period and angle to both engine speed and load. The advantage is consistent, parallel optimisation of torque, output, and fuel economy all in one. And developing 320 Newton-metres or 236 lb-ft of torque at 3,600 rpm, the new power unit of the M3 was indeed the leader in the naturally aspirated engine market. For all practical purposes, the six-cylinder offered as much torque from just above idling speed as the former M3 power unit at its peak: 230 Newton-metres or 170 lb-ft.

The engine of the M3 was also No 1 worldwide in another respect, no other naturally aspirated power unit offering the same kind of specific output: 96 bhp per litre, plus equally high specific torque of 108 Newton-metres or 80 lb-ft per litre were truly outstanding figures. As a result, the Coupé accelerated to 100 km/h in just 6.0 seconds, reaching the end of its powerful, ongoing surge of acceleration only at the very high speed of 250 km/h or 155 mph. And this was not because the engine had no more power to go even further, but rather because the electronic system put an end to this ongoing thrust: The speed limit was imposed by BMW voluntarily.

In the meantime fuel consumption in the DIN combined cycle had reached a limit which would have made even a midrange car look good: Fuel consumption of the M3 in the combined cycle was 9.1 litres of premium fuel equal to 31.0 mpg Imp – naturally unleaded, since this supersports obviously came with a catalytic converter. As a result, the car not only achieved the emission standards imposed by law, but rather remained more than 50 per cent below the limit required.

The second M3 was soon inundated with praise and positive comments all over the place: The readers of German car magazine “sport auto� voted the M3 their “Car of the Year� no less than twice in a row, “Auto Plus� in France even choosing the M3 as their “Car of the Century�. And immediately after the M3's market launch in the USA, the motor journalists of “Automobile Magazine� chose the new star in the market as their “Car of the Year�, making the M3 the first import car ever to receive this title.

1994 BMW M3 Convertible

Open Temptation: the BMW M3 Convertible.

As elegant and beautiful as it was, the M3 still left a number of wishes open among some of its customers. To be precise, demand for a new M3 Convertible became louder all the time. However, BMW’s motorsport specialists now working under the name of M GmbH had expected this demand from the start, and had therefore conceived the new M3 as a Convertible from the beginning. So in 1994 the new, open-air M3 based on BMW’s four-seater Convertible saw the light of day for the first time – naturally with an electrical power roof.

In spring 1995 M GmbH had a very different gift for the large number of M3 enthusiasts the world over: BMW’s sports specialists introduced a small series of very special models code-named the M3 GT, finished exclusively in British Racing Green, featuring special spoilers front and rear, and obviously offering even more power, 295 bhp now being the standard to beat.

Making its Debut with bi-VANOS: New 3.2-litre Power Unit Developing 321 bhp.

Even the best and highest standard is however always open to further improvement. So shortly after the expansion of the M3 model range with the introduction of the four-door Saloon, BMW AG announced on 20 July 1995 that the M3 was becoming even more dynamic and powerful: The new six-cylinder power unit now displacing 3.2 litres and featuring four valves per cylinder developed maximum output of 236 kW or 321 bhp at 7,400 rpm. And as in the past, engine output, torque, idling smoothness and exhaust emissions were all improved by the adjustable intake camshaft. A further new feature now also introduced was synchronised control of the exhaust camshaft allowing internal exhaust gas recirculation for a significant reduction of nitric oxides.

BMW added even more than this improvement of the engine, meeting the requests of many M3 customers by introducing a new transmission with six gears. And yet another, very special highlight was the introduction of compound brakes on the front wheels, the compound structure of the aluminium brake disc cover combined with the grey cast iron friction ring allowing the brake discs to expand under brake force without being distorted or changing their shape in the process.

Shifting Gears Even Faster: the SMG Sequential M Gearbox.

In 1997 BMW M GmbH became the first car maker in the world to offer the SMG Sequential M Gearbox, in this case, of course, in the BMW M3.

This very special transmission enables the driver to shift gears on one plane or level, with fully automatic operation of the clutch. The advantages are twofold: First, gearshift times are extremely short; second, SMG prevents the possibility of the driver making a mistake in shifting gears.

Seen somewhat sceptically at the beginning, the SMG Sequential M Gearbox soon became a genuine boom, almost every second M3 in this model generation being fitted with SMG transmission towards the end of the car's production life. And by that time this truly exceptional sports car had developed into a genuine best seller, coming off the production lines in Regensburg exactly 71, 242 times. From 1992 – 1999 this was indeed the silent star within the wide range of BMW models built in Regensburg – the Coupé, Convertible, and Saloon.

343 bhp Beneath its Powerdome: the Third-Generation M3.

The current M3 made its debut at the Geneva Motor Show in the year 2000. And indeed – just one look at the engine compartment lid indicates the power and performance this car has to offer: The hood extends up in the middle to form a striking powerdome, a lightly raised contour provided sufficient space for the engine of the M3. Displacing exactly 3,246 cc, the straight-six power unit develops an impressive 343 bhp (252 kW) at an engine speed of 7,900 rpm, with maximum torque of 365 Newton-metres (269 lb-ft) at 4,900 rpm.

The main objective in developing this engine for the M3 was however not to generate sheer torque, but rather to build up genuine thrust and “muscle� on the road. And this means in particular the engine’s fast-revving performance characteristics combined with the car’s relatively short final drive ratio. As a result, the M3 accelerates to 100 km/h in just 5.2 seconds and takes a mere 5.3 seconds to accelerate from 80–120 km/h (50–75 mph) in fourth gear.

A special switch – M Driving Dynamics Control – allows the driver furthermore to choose either a sporting or a more comfort-oriented engine response. This refined but truly outstanding power is then conveyed smoothly and without problems to the road by the six-speed manual gearbox supported for the first time in the M3 by the Variable M Differential Lock.

Meeting Even Greater Requirements: the Convertible and New SMG Transmission.

Hardly had the new M3 Coupé made its very successful start into the market when a second, perhaps even more attractive variant hit the headlines: The new M3 Convertible, an open four-seater sports model of the highest calibre, entered the market in spring 2001. While this open-air model is identical with the M3 Coupé up to its A-pillar, the M3 Convertible conveys an even more muscular, lower and wider look.

Even this, however, is by far not the end of the road of the M3 concept. Because only a few months later the next highlight came along, just as dynamic and performance-minded as the cars themselves: This is the new Sequential M Gearbox (SMG) now offering perfection of an even higher standard in its second-generation in the current M3: To shift to the gear desired, the driver is able to operate SMG within split-seconds by means of paddles on the steering wheel. And a further outstanding highlight of this second generation is the even shorter interruption of traction on the road when shifting gears, the fastest gearshift now taking a mere 80 milliseconds. Hardly anybody in the world is able to shift gears this quickly.

The BMW M3CSL, a very special limited edition model, finally offered ultimate bliss and happiness to aficionados of the letter “M� in the year 2003. This unique combination of intelligent lightweight technology and a power unit further boosted to 265 kW/360 bhp ensured a further increase in performance and truly unprecedented handling of the highest standard.

Top Performer and Popular Athlete: the BMW 3 Series in Motorsport

Not too many years ago, the big BMW 3.0 CSL Coupés really hit the headlines worldwide in touring car racing. And back in 1977 the BMW 320i with its white body in the same striped design also bore testimony to the outstanding qualities of BMW Motorsport GmbH. Indeed, this was a real eye-catcher in Group 5 racing car trim, featuring huge wheel arches, a front spoiler and a big rear wing on its boot. Within the engine compartment lurked a thoroughbred BMW Formula 2 racing engine developing maximum output of 300 bhp – and this was from a 2.0-litre four-cylinder! Obviously, the only way to safely convey power of this kind to the road was with a racing chassis and aerodynamic improvements of the highest calibre.

But even these technical features were not the only spectacular assets about the car. For the choice of drivers to take the wheel of BMW’s three works cars also caused quite a stir both on the race track and elsewhere: Marc Surer, Eddie Cheever, and Manfred Winkelhock were three young hotspurs competing all-out for the German Motorsport Championship. This was the series with the world’s best touring car drivers and works teams – and the BMW Junior Team moved right up to the top almost immediately.

In all 28 units of the Group 5 BMW 320i were built in 1977/78. BMW Motorsport GmbH delivered these racing cars as kits to racing teams the world over, leaving the races for the German Motor Racing Championship in 1978 to tuning companies and private teams alike. At the end of the season Harald Ertl at the wheel of a Schnitzer-BMW 320i brought home the title, the Schnitzer Team from Freilassing in the far south of Germany focusing on turbo power: To enter races in Division II up to 2,000 cc, the Team using a turbocharger had to reduce engine capacity to 1.4 litres. Maximum output, however, was more than 400 bhp!

Expressing lots of courage and using even more power from a 2.0-litre turbocharged engine in the BMW 320i, BMW Motorsport GmbH entered the World Championship for Manufacturers in 1977, taking on ultra-low racing cars with a BMW touring car. In the Six Hours of Mosport/Canada Gilles Villeneuve and Eddie Cheever brought home the maximum number of points. And one year later BMW again focused on customer teams, the five national BMW teams winning the 2.0 litre category in all seven races for the Championship.

Moving on to the year 1980, the BMW 320i set out for the European touring Car Championship in less conspicuous Group 2 trim, that is with the specifications for touring cars close to their production counterparts. Developing 245 bhp from their high-performance four-cylinder power units, these fast cars made Helmut Kelleners and Sigi Müller quick enough to bring home victory in the overall category.

BMW M3: the Winner.

In the first half of the ’80s Formula 1 came right in the middle as the focal point of BMW’s motorsport program: Powered by a four-cylinder BMW, Nelson Piquet became the world’s first turbocharged World Champion in 1983. BMW Motorsport GmbH also concentrated on a four-cylinder power unit for its own sports version of the second-generation BMW 3 Series, Group A regulations for touring cars calling for annual production of 5,000 units of the basic model and allowing technical modifications only within strict limits.

Development of the ongoing and race versions of the BMW M3 therefore proceeded in parallel. The basic model with its wide steel plate wheel arches, front and rear spoilers, as well as the aerodynamically improved rear section and a new 2.3-litre four-valve four-cylinder high-performance power unit entered production in 1986, with power on the racing version boosted from 200 to not quite 300 bhp. The racing model also came with an amazing 28 metres of steel tubes serving as a safety cage and reinforcing the body, with chassis and suspension components being modified accordingly.

In 1987, its very first year in touring car sport, the BMW M3 became an immediate success, BMW’s works cars in the famous BMW Motorsport colours winning the three most important titles in one single season: Roberto Ravaglia finished as the first World touring Car Champion, Winfried Vogt brought home the European Championship and Eric van de Poele won the Championship in Germany. Roberto Ravaglia also won the European Championship in 1988, the German touring Car Championship in 1989, and the Italian touring Car Championship back in his home country in 1990, becoming the most successful BMW M3 driver of all times, ahead of Johnny Ceccotto.

More than 60 national championships in road and hillclimb events as well as in rally racing, plus seven European Hillclimb Championships, five Mitropa Rally Cups, and 8 victories in the 24 Hours of Nürburgring as well as Spa-Francorchamps made the BMW M3 the most successful touring car the world has ever seen.

Super touring Cars: the International 2.0-ltr Class.

At this point in development, attempts were made once again to limit the use of high-tech systems on the racetrack. The second generation of the BMW M3 now powered by a high-performance six-cylinder was entered in the GT Class, while touring Car Regulations now required four-door saloons with a 2.0-ltr power unit.

The third-generation BMW 318i was therefore sent to the racetrack as of 1993 with 270 bhp in the engine bay, BMW works drivers entering major national touring Car Series in Germany, Britain, Italy and Japan, with Roberto Ravaglia, Johnny Cecotto, Joachim Winkelhock, and Steve Soper bringing home no less than six championships in three seasons. Private teams once again received complete racing car kits for assembling their own cars, ongoing development leading in 1995 to a new variant of the BMW four-cylinder power unit in the racing version of the BMW 320i increased in output in the years to come to more than 300 bhp.

Entering the 24 Hours of Nürburgring on the legendary Nordschleife in 1989, BMW had much less power, but achieved a far higher standard of fuel economy: In this race Hans-Joachim Stuck and his team-mates brought home the world’s first overall victory in such a classic race at the wheel of a diesel powered by BMW’s specially tuned direct-injection turbodiesel carried over from the regular production model.

Continuing its activities in touring car racing with production-based cars in 1999, BMW Motorsport again came along with new features: The fourth-generation BMW 320i was now powered by a straight-six engine also in racing. The racing kit versions initially churning out 200 bhp were subsequently upgraded to an even more superior 240 bhp only two years later, when, after a long break, the European Super Production Championship once again opened up the world of international touring car racing. Entering this Championship, BMW Motorsport came along with six national European teams. And after ten races, the winner was Peter Kox of BMW Team Germany in front of his Dutch fellow-countryman Duncan Huisman of BMW Team Netherlands.

Renaissance of the European touring Car Championship.

Driving a production-based BMW 320i, Peter Kox brought home BMW’s 17th European touring Car Title in 2001. Then, starting in 2002, the up-and-coming FIA European touring Car Championship (ETCC) became an increasingly significant pillar of international BMW motorsport – albeit not as a classic event with works teams, but rather through the involvement of various national sales organisations with up to five national teams on the grid.

And in the very same year – 2002 – BMW Team Germany led by Schnitzer Motorsport came out No 1, BMW works drivers Jörg Müller and Dirk Müller finishing second and fourth in the European Championship. BMW itself was second in the Manufacturers’ Championship, again confirming its outstanding position.

With BMW Teams Germany, Italy-Spain, and Great Britain making their appearance, the 2003 ETTC was a genuine thriller to the last lap. With BMW already having clinched the Championship for Manufacturers with the upgraded 320i in the penultimate of 20 races, Jörg Müller finally had to concede the driver’s title by just one point in the very last race. But again, Jörg Müller and Dirk Müller were the fastest and best team at the wheel of a BMW 320i raced by BMW Team Germany under the management of Schnitzer Motorsport.

Entering the year 2004, BMW again succeeded in defending the manufacturer’s title, with Andy Priaulx (GBR) this time also bringing home the driver’s title in the ETCC – European touring Car Championship numbers 19 and 20 in the history of the Company. Once again, BMW national teams had entered the Championship with the BMW 320i now powered by a two-litre straight-six developing no less than 270 bhp. For the third year in a row, BMW Team Germany (Schnitzer Motorsport) starred the two German drivers Dirk Müller and Jörg Müller at the wheel, Andy Priaulx once again racing for BMW Team Great Britain.

Yet another BMW Team, RBM, also raced a second BMW 320i on five of the 10 racing weekends, Kurt Mollekens (BEL) taking the wheel under the banner of BMW Team Belgium-Luxembourg. BMW Team Italy-Spain (Ravaglia Motorsport), in turn, saw Alessandro Zanardi (ITA) at the wheel for the first time after his devastating ChampCar accident in 2001 racing for the complete season together with Antonio Garcia (ESP).

Once again, BMW was able to clinch its second manufacturer’s title in a row on the penultimate weekend of the racing season – and at the same time Tom Coronel (NLD) was able to bring home the private driver’s title at the wheel of his BMW 320i. Following races 17 and 18 it was also clear that the European Drivers Championship would go to a BMW driver, although the final decision in favour of Priaulx only materialised in the fiercely contested final race in Dubai. In all, this young British driver contributed five wins to BMW’s overall score of 11 victories throughout the season, BMW drivers entering the race three times from pole position, scoring 10 fastest laps in the races themselves, and leading the field for no less than 124 laps.

“Lady First�.

Technical features of cars in the German Production Car Championship are even closer together, making the various entrants even more alike. This time a lady helped to bring home ultimate success for BMW, Claudia Hürtgen from Aachen becoming the first female driver to win a German touring Car Championship in 2003 when the contest was still called the German touring Car Challenge. In 2004 she proved that this was no coincidence, bringing home the title in the next series of the same championship, the Production Car Category.

The Marathon Winner.

Racing the BMW M3 GTR, the most powerful racing car based on the 3 Series ever built in Munich, BMW continued its ongoing story of success in the 24 Hours of Nürburgring in June 2004, bringing home a one-two victory. This was indeed BMW’s 17th overall win in the history of this toughest long-distance race in the world. The victorious drivers in the ultra-powerful and muscular M3 GTR with its 500-bhp V8 power unit were the three Germans Dirk Müller, Jörg Müller, and Hans-Joachim Stuck. And finishing second in their “sister car�, Duncan Huisman (NDL), Pedro Lamy (PRT), and Boris Said (USA), clinched BMW’s 7th one-two victory on the legendary Nordschleife or Northern Circuit of Nürburgring. Then, only six weeks later, BMW scored yet another class victory for GT Sports Cars in the 24 Hours of Spa-Francorchamps.

Building Sheer Driving Pleasure All the Way: the BMW 3 Series in Production

The history of the BMW 3 Series is closely connected to BMW’s Munich Plant where BMW car production started in 1952 with the BMW 501 soon to become famous as the “Baroque Angel�. The legendary Isetta, in turn, entered series production in Munich in 1955. But it was only with the introduction of the New Range, the BMW 1500 and its successors, that production volume and sales started to increase steeply as of 1962. In all, production of the 02 model series in Munich amounted to 850,000 units.

Production of the New Volume Model Starting in Munich.

Hailing the first generation of the new BMW 3 Series entering series production in June 1975, new production facilities are installed at the Munich Plant. This modernisation for the first time allows the production of customised cars tailored to individual orders. With production of BMW’s large six-cylinder models such as the BMW 2800 and BMW 3.0Si ending in 1977, the Munich Plant now concentrates exclusively on production of the 3 Series.

Demand is so significant that the 500,000th BMW 3 Series leaves the Munich Plant within just a few years in 1978. And with production capacities soon becoming inadequate in Munich for the volume required, the BMW Dingolfing Plant starts to lend a “helping hand� as of 1980, building not only the 5 and 7 Series, but also the 3 Series until 1983. As before, however, the body-in-white is still supplied by the Bodyshop in Munich for assembly in Dingolfing.

CKD Production Abroad.

CKD production of the 3 Series Saloon starts additionally in the late ’70s in various Asian countries and later in South Africa. Indeed, South Africa is BMW’s first full-scale production plant abroad, marking the first step in developing new markets through local production. In the decades to come the Company expands these activities step-by-step, showing its presence in all growth markets.

By 1983 the first-generation 3 Series, accounting for 1.36 million units built, sets up a new record. Never before has one BMW model series seen such a significant production volume.

Continuing to Expand the Network.

The second-generation of the 3 Series making its entry into the market in 1982 establishes a quantum leap in production technology: The Assembly Shop at the Munich Plant is largely automated by means of welding robots, increasing customisation, a growing range of engines and additional variants such as the Convertible, touring or four-wheel drive adding to the diversity and scope of activities in production.

With the 3 Series continuing on its road of ongoing success, BMW has to increase production capacities in the ‘80s. Since enlarging the Munich Plant is no option as the Plant formerly outside the gates of Munich had reached its limits long ago, and since even Dingolfing is not able to take over the extra burden, the only option is to build a third Plant. So in looking for a new location, the decision is made in favour of Regensburg.

A New Plant Exclusively for the 3 Series.

The Regensburg Plant starts out in 1986, initially with only one assembly hall for car production. So on 17 November, the first 3 Series come off the assembly line, the Dingolfing Plant supplying ready-painted bodyshells to Regensburg until the Paintshop and the Bodyshop enter operation in 1990. Starting in 1987, Regensburg also builds the 3 Series Convertible built until 1986 by Baur, one of BMW’s partner companies.

Joining forces, BMW’s three German plants are able to meet the great demand for the 3 Series. In the process they almost double the former model’s record figure, with 2.34 million second-generation 3 Series coming off the assembly lines between 1982 and 1993.

The BMW 3 Series, a Genuine Global Player.

Entering production in late 1990, the third-generation of this outstanding best seller really goes international: For apart from production at BMW’s three plants in Germany and at assembly plants abroad, the BMW Group now decides to make a truly international move, a decisive step being the construction of BMW’s new plant in Spartanburg/South Carolina.

Making this move, BMW is pursuing the successful strategy of following the largest sales markets in its production activities. And to rule out ramp-up difficulties with a new product in an all-new plant, Spartanburg starts out by building the 3 Series, benefitting in the process from BMW’s German Plants already experienced with the 3 Series and therefore able to provide their input. So in September 1994 the first 318i comes off the production line in Spartanburg.

In the same year production of the new, fifth body variant, the 3 Series compact, starts at the Munich Plant. Indeed, all versions of this model are built exclusively in Munich throughout their entire production life, including the 316g running on both gasoline and natural gas.

Clean Production the World Over.

Introducing the third generation of the 3 Series, BMW also opens up the door to new, outstanding production technologies. Starting in 1996, for example, water-based paint is used for the first time at the Dingolfing Plant, followed by the world’s first application of environmentally powder clear paint technology as of 1997.

In the meantime the South African Plant has also changed, being upgraded step-by-step from CKD production into a fully-fledged production plant using all relevant technologies by the year 1997.

By the time of its replacement in 1998, the third generation of the 3 Series, despite its shorter lifecycle, is able to successfully outsell its predecessor, with 2.7 million units built in Munich, Regensburg, Dingolfing, Spartanburg, and Rosslyn being sold the world over.

Flexible Change Management and Reliable Deadlines.

With the fourth model generation entering the market in 1998, production technology at BMW’s Plants has gained maximum flexibility in the meantime. The main line in assembly, for example, allows BMW to build various models in the individual model series in any random sequence required.

Introducing the Customer-Oriented Sales and Production Process, the BMW Group has succeeded in streamlining its internal processes and achieving a remarkable standard of flexibility in change management. Today, therefore, wishes expressed by the customer to modify his order may be taken into account up to just six days prior to the start of assembly without endangering the delivery date specified to the customer in advance.

The BMW Group has also made significant progress in the area of sustained production. Compared with the former model, for example, energy consumption per unit is down by more than 18 per cent, the amount of waste generated in production has decreased by 15 per cent, and the volume of process effluents has dropped by 27 per cent. Perhaps the most important point is that the fourth-generation 3 Series has become the most successful model in this family BMW has ever had, with more than 3 million units being delivered to customers the world over by the end of 2004.