BMW 3 SERIES (2001 - TO 2005)
MODELS COVERED: Facelifted E46 3 Series Saloon, Coupe, Touring, Convertible: (316i, 318i, 320i, 320d diesel, 325i, 330i, 330d diesel, M3, M3 CSL)
BY ANDY ENRIGHT
So far ahead of the chasing back was BMWs E46 3 Series when it was first introduced in 1998 that it seemed as if it would enjoy an extended period of dominance. BMWs rivals, however, had other ideas. The facelifted version of the 3 Series saloon and Touring models aimed to keep the model fresh and sales were indeed revitalised but a fresh crop of tough rivals meant that the 3 Series slice of the compact executive pie was being steadily eroded. This increased competition kept
BMW prices manageable and these savings have, in turn, been realised by used buyers of the post 2001 BMW 3 Series.
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The 3 Series has garnered a reputation as one of the most bulletproof used buys around so although prices are reasonable, dont expect any ridiculous bargains. You get what you pay for, even in these competitive times.
Owners of the original 1998-vintage car will notice that the curvy headlamps are now slightly curvier still. They may also appreciate the revised front grille and deeper front and rear valances, plus the restyled rear light clusters and the way that this current cars side repeaters are tucked into the swage line just behind the front wheel.
BMW reckon this adds up to a more muscular look. You may disagree.
What isnt up for debate is that the current 3 Series benefits from the sweeter suspension settings and steering rack that youll find in the Compact version, a model much praised for its pin-sharp handling. And sure enough, after a hard drive in this improved 3 Series Saloon, you may wonder how it manages to be so much better than the apparently peerless version that sired it. The answer comes from the surprising direction of the US. Apparently US customers called for lighter steering and softer steering on the 3-Series, and apart from spy planes and Cuban cigars, what the US wants it invariably gets.
Until now. Rebellious engineers at BMW decided that they werent going to be told what to do by portly Americans. On the contrary, it was decreed that from the latest-shape Compact forward, BMWs were going to have proper sporting suspension setups and nigh-on telepathic steering systems. Burkhard Goschel, BMWs Head of Research and Development is the man to thank when you realise quite how comprehensively your shiny new 3 Series thrashes the opposition.
The suspension is some 20% stiffer than before, and the steering rack has been quickened with the amount of power assistance has tapered off, giving a greater level of feel and heft at the helm. Sounds good? Just wait until you drive it.
Examples of the post facelift 143bhp 318i saloon open at £11,600 on an 01 51 plate or £12,400 if you want an automatic gearbox. Opt for the plusher SE variant and you can expect to pay from £12,900 for a 51-plated manual car. The 316i has kept its value better than its predecessor with manual cars trading from £11,600.The desirable 325i SE saloon starts at just under £14,300 and the 330i again in SE trim gets the ball rolling at £14,900 for a manual car or £16,300 for a self shifter.
Possibly the most desirable engine in the whole range is the 330d and this opens in saloon guise at £17,000 or £18,200 for a well equipped SE Touring. The M3 opens on a 2001 51 plate at £27,500 for a hard top model or £30,000 if you prefer being exposed to the elements.
The latest-shape 3 series is still too new for any major problems to show up so check the usual clocked odometers, body nicks and scrapes, damaged trim, cellphone mounting holes in the dashboard and a cast-iron full BMW dealer service history. Its worth being fussy (avoid dull non-metallic colours, low ex-rep specifications and gloomy interior trim colours) so that, when resale time comes, youll get a lot more for your part exchange than you might expect. Inspect M3s for crash damage, non-standard parts and evidence that theyve been thrashed as track day specials. With the convertible models youll need to ensure the hood is free from rips or discolouration and that the electric folding mechanism and seals are in tip top shape.
Be suspicious of cars that have had many owners in a short time (this could be a sign of ongoing problems). If you really want piece of mind, buy from a BMW dealer but be prepared to pay the premium.
(approx based on a 318i) A clutch assembly is around £130. Front brake pads are around £40, a full exhaust about £360, an alternator around £100 and a tyre around £40. A starter motor is about £120. A headlamp is about £165.
Settle behind the wheel and it will feel good to be at the helm of a Three series. The solid, quality feel of the controls and the silky-smooth performance are just right. One of the advantages of buying a well cared for example is that the engine should be nicely run-in, so you can enjoy all of the performance right from the start. Now available on the 325i and 330i is an SSG (sports sequential gearbox), a clutchless five-speed box based on the M3 models SMG unit which offers a choice between automated manual modes and the full-on sequential operation.
Engines have also come in for some attention in recent times. The popular 318i for example, these days gets a 143bhp 2.0-litre unit far superior to the original-fit 118bhp 1.9-litre powerplant.
This British-built engine features BMWs revolutionary Valvetronic system, which does away with a conventional throttle in the name of improved economy. As much as 45mpg in fact, which owners of the original 318i will notice is about 10mpg better. This improvement has made room for the entry-level 316i model to substantially better fulfil its claim to be part of the ultimate family of driving machines. These days, a 1.
8-litre engine is fitted under the bonnet (dont let the 316 moniker fool you) putting out far lower emissions. Canny buyers will enjoy the added value embodied in the ES and Sport versions. As for power output, well 115bhp will probably be enough for most. Granted, youll still not mistake the 316i for an M3 when the driver drops the hammer but its good enough for a sprint to 60mph in 10.
9 seconds, whilst the top speed climbs to 128mph. This is another of those Valvetronic engines and, as with all such units, the power delivery at first feels slightly hollow, the admirable flatness of the torque curve perhaps making the engine feel a little less punchy than the figures suggest. Next up is the 320d diesel, a car which has also seen some useful improvements in recent times, with a common-rail system being grafted onto the existing mechanicals, replacing the original direct injection set up. The net result of this is a benefit of 14bhp, the 320d now turning out a solid 150bhp and 243lb/ft of torque.
This means that 49.6mpg has now turned into 51.4mpg. Thats the same consumption as a 130bhp
Audi A4 diesel.
Its almost enough to make you question the need for stumping up the extra for the awesome 204bhp six cylinder 330d. Almost, but not quite. This variant remains probably the most impressive car in the mainstream 3-series range Elsewhere, theres still the same 170bhp 2.2-litre (320i), the 192bhp 2.
5-litre (325i) and the range-topping 231bhp 3.0-litre engine (330i) were all pretty familiar with by now, the latter powerplant being a unit which makes few hanker for an M3 four-door.
Although its now faced with a more accomplished set of rivals than ever, the main impediment to 3 Series sales is over familiarity. Its excellence means that there are now so many of them on the UKs roads that some may seem the 3 Series as lacking exclusivity. Having outsold the
Ford Mondeo for some periods in 2003 it would be hard to contest that point. With a great deal of supply from new, picking up a decent used post-2001 3 Series in exactly the trim, colour and condition you require shouldnt be difficult.
Theres not a weak link in the entire range and reliability has proven very good. It really is hard to go wrong here.
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