BMW 3 SERIES COUPE (1999 - TO DATE)
Models Covered: 2 Dr Coupe [1.9, 2.2, 2.5, 2.
8, 3.0, 3.2 petrol, 2.0 diesel (Ci, cd, Clubsport, M3, M3 CSL)]
BY ANDY ENRIGHT
If asked to identify how the
BMW 3-series coupe differed from its humbler saloon origins, most would point to the obvious a deficit of doors. In fact BMW go to great lengths to point out that the BMW badge, the door handles and the side indicator lenses are the only visible parts shared with the saloon. Sure enough, park the two cars side by side and the differences become apparent. Its just this sort of attention to detail that have given BMW their reputation as one of the most bulletproof used car purchases around, with correspondingly implacable residual values.
The Coupe is in high demand, so youll have to be prepared to fork out for your fun.
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Despite the initial similarity, theres a myriad of differences between the coupe and its saloon sibling. The Coupe is lower by 46mm, longer by 17mm and wider by 18mm than the saloon. The windscreen has been raked back a further two degrees and the rear window slope is steeper, making the Coupes roof both shorter and flatter. The front grille is more purposeful, bigger intakes reside in the deeper front spoiler, and even the headlights and bonnet show subtle differences.
The mirrors are broader and lower in profile, with five knuckle-like fins atop each, designed to reduce wind noise. At the back, the bootlid has been reprofiled, robbing the Coupe of 30 litres of boot space compared to the saloon. As well as cosmetic alterations, the suspension has come in for a rethink, with the optional Sports pack offered on the saloon standard fare on the Coupe, dumping the ride height by 15mm. Standard suspension can be specified as a no-cost option or M-Technic suspension as a considerable-cost option.
Inside, the generous shoulder, elbow and legroom mark the Coupe out as a proper four seater. Rear
seat access is easier thanks to front seats that not only fold and slide forwards but actually lift off the floor to make entry even easier. Equipment levels are high, including twin front, side and head airbags, a remote control alarm, electric seats, alloy wheels, air conditioning and 60/40 split-folding rear seats that can be unlocked from the boot.
The 3-series Coupe has proved popular with British buyers. For the first time in many years, the 3-series range has started appearing in the top ten UK best sellers, and the coupe models are making up a significant proportion of those sales. Unlike the saloon, where most of the models sold are of the smaller-engined persuasion, coupe buyers like a bit of power, and the early 323Ci is the model youre most likely to encounter. Starting at around £10,800 for a manual car on a 1999 T-plate, the 323Ci has held its value rather well.
If this seems a bit steep, try hunting down a 318Ci, available from £9,400 on a 1999 T-plate. This model is also offered in two automatic forms, a regular auto box, or with the sequential Steptronic variant, commanding premiums of £750 and £1,000 respectively. If you hanker after more horsepower, the 328Ci is a decent bet, with 193bhp and two doors starting at £11,400 for a manual or £12,300 for an automatic. Despite being equipped with some good manual gearboxes, many buyers of the Coupe are still prepared to pay quite big premiums to relax with a self-shifter, making the mainstream coupes sporting credential appear a trifle forced.
The E46 3-series Coupe is too new for any significant faults to appear, but BMWs incremental changes to engines and electronics systems has proved a good hedge against unreliability. The usual
BMW attributes of excellent build quality and durability look set to be maintained by the Coupe. The on-board diagnostics system which indicates when the car is due for service can give errant messages, and youll need to inspect cars for signs of a hard life, with shot rear tyres being a significant area of expense, as are kerbed alloy wheels. Think long and hard before buying a car in dull colours, with wood veneer interior trim (go for brushed aluminium instead) or with noticeable after-market extras.
(based on a 318Ci) 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 £185.
Exacting a significant price premium over used coupe rivals is all very well, but does the 3-series coupe cut the mustard on the road? It's hard not to think so, particularly in the six cylinder models with their dreamily smooth engine notes and exceptional refinement. At first, it doesn't feel as if you're travelling all that fast - a deceptive impression as it happens: against the stopwatch, a 330Ci will, for example, sprint from rest to sixty in well under seven seconds flat on the way to 155mph with mid-range overtaking power that disdainfully dispatches any B-road dawdlers. The 323Ci is deceptively quick too, its 2.5-litre engine almost whisper quiet but capable of despatching the sprint to 60mph in less than eight seconds. It's not only about sheer speed however. This car flatters your driving without overtly doing so thanks to two clever features - Automatic Stability Control + Traction (ASC+T) and Cornering Brake Control (CBC). No matter how heavy your right foot, the ASC+T system will only give the rear wheels as much power as they can take without spinning, so every time that little light flashes, you're avoiding a lurid tail-happy slide. If despite all that, you still go too fast into a bend and do exactly the wrong thing (slam on the brakes), CBC will help you out, applying firmer braking to the outside front wheel as the car corners and hugely reducing the risk of a spin. Don't run away with the idea however, that all these electronics take from the driving experience on offer: this is still a great car to hustle along, though now standard sports suspension may make the ride a little too hard for some. The same goes for the steering, which keeps you perfectly in touch with the road surface - rather too in touch perhaps for those used to less responsive set-ups. Despite these sporting touches, the 3-series coupe isnt really as exciting to drive as a
Honda Integra Type-R, a
Ford Racing Puma or even an
Audi TT. Better to pitch it against more sedate opposition such as the
Peugeot 406 Coupe and
Mercedes-Benz CLK.
If you want real thrills, youll have to work out a way to get behind the wheel of the BMW M3 Coupe.
The BMW 3-series Coupe is a car at the quality end of the Grand Touring class without ever feeling the need to overplay the marques considerable motorsports heritage. Having seen the M3 model which sits at the top of the range, theres perhaps little need. As a used buy, the Coupe could never be referred to as a bargain, as demand has kept residual values healthy to say the least. Nonetheless, as a long-term proposition, a 3-series Coupe works out quite reasonably.
Swallow the high initial asking price and you should own a durable, reliable car that can still command a decent fee when the time comes to sell on. At the moment the 323Ci looks to be the pick of the range, but the 330Ci has to be earmarked as one to watch. In short, as long as you dont intend to satisfy the urge to drive pedal to the metal on every journey, the 3 series Coupe is about as good as it gets.
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