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BMW 3 Series (1983-91) During the early 1980s, German manufacturers delivered an outstanding blend of practicality, timeless style and driver involvement while refining proven technology. One of the beacons of this period was the BMW E30 3 Series.Published January 2005Written by Joe Kenwright HISTORY Although BMW established the right formula for the first 3 Series, the car itself was something of a dog in Australian conditions with its dodgy rear suspension camber changes, engine overheating, body rust and poor resistance to heat and dust.The model that replaced it in May 1983, widely known by BMW's internal code E30, is in another league. It introduced a smoother, more timeless version of the original style, vastly improved front and rear suspension, a stiffer and more rust-resistant body and improved crash safety. Even though it was stronger, roomier and more aerodynamic, it was also lighter, a big factor in the E30's ongoing popularity. It also supports a successful and popular one model race series in Australia.The E30 introduced a single four headlight style common over the four and six-cylinder models. The old generation 1.8-litre four was steadily re-engineered for the new model and the new M20 family of compact sixes was also refined over the E30 series with several new versions introduced over the model's long model life. Body styling did not change in that time apart from the move from separate steel rubber-tipped bumpers to moulded, more integrated items and changes to the tail lights.There were two convertible styles. The initial Baur conversion was a cabriolet with a removeable centre roof panel and fold down rear section that left a skeleton of roof channels and door pillars intact even with both roof sections removed.The later convertible from 1988 had a full fabric roof that folded away in one piece which left a clean, unbroken line from the base of the windscreen to the tail. In combination with the E30's conservative, straight lines, the E30 convertible looked more like a ute with the roof down but it was slick enough to maintain sales into the E36 model life before the new one replaced it in October 1992. That means that the E30 ran almost 10 years without major change, an indication of how right it was when new.Before you buy, consider this: There is a view amongst some buyers that prestige cars such as a BMW or Mercedes-Benz have a much longer life than normal cars and their superior quality can survive neglect, age and higher mileages better. This is not true. In fact, the opposite is more likely.In achieving better driver feel, performance and efficiency, most prestige imports resort to more sophisticated metals, finer build tolerances, more elaborate cabins and more intricate parts for engines, transmissions and suspension. Even if they perform better, the materials are subject to the same lifespan as any common or low cost car. Under extreme Australian conditions including dust and heat, the extra electronics, cold climate trim materials and more intricate moving parts may actually deteriorate faster than simpler, more robust local designs.A BMW 3 Series is a perfect example of the huge variations in condition generated by owners who are aware of this and those who are not. The best examples have been protected from the sun, their fancy alloy mechanical components preserved with scrupulous servicing while cracked dashes, dud electrics and broken seats have been repaired or replaced as they fail.Because there are so many sub-standard replica parts for the E30, a clean looking example can be totally ruined by shoddy body panels and mechanical parts, most of which are of a lower quality than those in today's $12,000 runabouts.The worst cars may be a huge liability even if they are free. The very best and most recent E30 sedan is worth little more than $15,000. Now three generations old and with the next 3-Series already revealed, the E30 has little or no prestige value and can only be valued on the service and driver pleasure still left in it. Any driver pleasure is totally dependent on the quality of replacement parts and its service and crash repair history.In simple terms, a factory quality re-spray and re-trim will quickly soak up $8,000 plus. Replacing sub-standard exhaust systems, shockers, brake rotors, suspension bushes, body fittings, dash, brake hydraulics, tyres and addressing any engine problems can quickly soak up another $7,000. If you do this to an early 318i that's only worth $5,000 in good shape, you will throw away $10,000, as many have done before you. Whether the finished product will run on unleaded fuel is now a critical consideration.Before buying any older prestige car such as the E30, find an expert in that make and model to check it out and provide a quote on what needs doing to it and how much it will cost. MODEL TIMELINE BMW sold the E30 3 Series in Australia from May 1983 to March 1991. To get up-to-date pricing information for this vehicle, check out CarPoint's Car Value Guide.May 1983: Two-door 318i and 323i arrive. 318i has three-speed auto option, stiffer block and mechanical injection for 77kW. 323i has 102kW.Jan 1984: Baur Cabriolet released as 318i and 323i.Mar 1984: First 3-Series four-door range launchedNov 1984: First upgrade. 318i gains L-Jetronic injection, four-speed auto option. 323i six upgraded to 110kW.Jan 1985: All two-doors gain opening side windows.Nov 1985: Last leaded cars receive 325e's upgraded trim, new front spoiler, analogue clock.Jan 1986: ULP 318i has less power, rear disc brakes, JPS suspension settings. 323i is replaced by dozy low-revving ULP 325e with high torque 2.7-litre 90kW "eta" six.Jan 1988: 325e replaced by sparkling 325i with 125kW and moulded bumper body changes. 318i four-door dropped.Feb 1988: New 320i with smaller 2.0-litre six and 90kW arrives as a two and four-door sedan and two-door convertible.Sep 1988: Sporty 325is two-door launched with body kit but standard 325i mechanicals.Nov 1988: Upgraded 318i two-door with 83kW.Dec 1988: 320i and 325i two-door dropped.Jan 1989:Base 325i four-door replaced by 325i Executive.Nov 1989: Upgraded 318i four-door returns with 83kW.Apr 1990: 325i two-door returns to replace 325i Executive four-door model which is dropped. New 325i convertible replaces 320i version.Jul 1990: New sporty 318is two-door with twin-cam 16 valve four with 103kW and manual only.Mar 1991: All E30 models except factory convertible replaced by E36 series. CHECKLIST ENGINEThe E30 series is now old enough for most mechanical problems to have shown up at least twice which means that cylinder heads, engine blocks and other components may not have enough left in them for further reconditioning.The 1.8-litre four is long lived and relatively simple with its chain-driven overhead camshaft but ongoing head gasket replacements may have reduced the depth of the head to such an extent that the chain is now loose and rattly. A shaved head may also generate pinging problems on anything less than 98 RON premium fuel.The M20 six can be a nightmare, especially the 325e which can suffer broken cylinder head bolts that caused the head gasket to fail. Most will have been repaired but a head that has been machined from too many head gasket replacements may require replacement at the next repair. M20 cam belt replacement is critical at the specified interval as it's one of those engines where the valves and pistons collide when it breaks. Unless there is a verifiable record of its replacement, assume it hasn't been done and tend to it immediately. Because water pumps, idler pulleys and various gaskets and seals require the same dismantling to access, it makes sense to replace these at each belt change.All BMW engines should be checked for oil leaks, faulty injectors, blocked or failed PCV valves. Fresh radiators, clean and fresh BMW-approved coolant, coolant hoses unaffected by oil spills and fresh, supple drive belts are also important. Noisy valve gear may indicate an engine with blocked oil galleries or damage from dirty or sub-standard oil. Worn valve steam seals will generate oil smoke after an extended period of idling.The correct muffler is critical to the pleasing nature of E30 engines. Certain non-genuine mufflers that rely on heavy internal restrictions to reduce noise will kill the E30's most endearing feature.SUSPENSION & BRAKESBrakes and suspension feature parts that require ongoing replacement with factory quality parts. These include brake rotors, certain suspension joints and bushes, front and rear dampers and their bushes. Sealed suspension joints dry out and can become quite noisy or sloppy before they fail. The original dampers were Sachs-Boge items. They should be replaced with the same or equivalent items as they play a major part in how any E30 feels on the road but check their mounting bushes first if there are knocks or rattles. Spring and strut pads are also routine replacement items.Brake master cylinders and the early 318i's wheel cylinders will almost certainly be leaking or about to if not recently overhauled. Non-standard harder brake pads will accelerate wear of the soft brake rotors.Front wheel bearings are part of a sealed, non-repairable hub so allow extra to replace if noisy. The original 60 series tyres were of high quality V-rating and equivalents should be fitted. Soft alloy wheels were prone to buckling and distortion if abused.The E30's rear suspension while dramatically improved over the first 3-Series is still a basic semi-trailing arm design similar to the VR Commodore with the same lack of camber and toe control under extremes. Sagging springs and worn rear control arm bushes will generate uneven tyre wear and breakaway oversteer under hard cornering.Centre tail shaft bearing is a wear item that can generate vibration under load. Manual transmissions while reliable can become noisy with age and generate oil leaks especially around the selector shaft. The ZF auto has no surprises for local reconditioners but if it's dozy to engage from rest or delays its changes on the move, then it's time for an overhaul.BODYBody integrity is the most critical area as most mechanical parts are easily repaired or upgraded. The E30's model run coincided with significant business migration from Hong Kong and South Africa and the E30 was the most popular choice to bring to Australia. Many Hong Kong cars were riddled with rust and humidity damage to electrics and trim almost on arrival. South African imports were usually built in South Africa, not Germany, with detail trim, option and paint differences. They can often be picked by their additional reflectors. They varied in condition depending on location with some hiding severe hail damage and rust.Local examples were a hugely popular yuppie choice in Sydney during the 1980s, where many also suffered severe hail damage. It was common to superficially patch these up and move them interstate to unsuspecting buyers.The Baur cabriolet is particularly sensitive to structural degradation and must have an expert inspection. All fabric roofs where applicable must be carefully checked while fully erect.BMW's cabin plastics of this era were no match for Australia's elevated UV levels with dash cracks, distorted cabin fittings, broken window and sunroof winders, cracked steering wheels and other degradation appearing quite early. The service interval indicator and its battery was a costly failure item.Faulty seat belt catches and sticky inertia reels are not uncommon. Seat padding was a natural fibre that turned to dust under Australian heat and sweat levels and frames can break. Most seats will be in need of a total rebuild especially if they have been only partially repaired or repadded. Look for odd replacement seats that don't match the original trim.Few paint colours were durable enough to last this long so checking below the shiny finish is more critical especially if it's hiding superficial rust repairs or a cheap respray.seehttp://carpoint.ninemsn.com.au/portal/alia...topDefault.aspx
