BMW 325I TOURING For Sale

LOGIN REGISTER NEWSLETTER Home NEWS REVIEWS PRODUCTS COMPARE CARS VIDEOS BUYING USED CARS NEW CARS MOTORSHOWS COMPETITIONS 6 ISSUES FOR £1 Search Car Reviews: You're in - Car Reviews: First Drives BMW 3-Series BMW 325i SE Touring It's a tough brief. The new 3-Series Touring must offer class-leading practicality and space, and yet still manage to deliver the marque's legendary driving dynamics. Sampled here for the first time in the UK, we find out if the newcomer has what it takes to put the boot into rivals. Auto Express Car Reviews By Oliver MarriageAugust 2005 Rating: It's a tough brief. The new 3-Series Touring must offer class-leading practicality and space, and yet still manage to deliver the marque's legendary driving dynamics. Sampled here for the first time in the UK, we find out if the newcomer has what it takes to put the boot into rivals. This is the fourth-generation version of BMW's lifestyle estate, which first tempted image-conscious family car buyers back in 1988. On sale from 17 September, it will initially be available in either 325i or 320d guises with three specification levels - ES, SE and the new top-of-the-range M Sport. The 320d will be the big-seller (it accounted for more than 70 per cent of the previous-generation Touring sales), but the 163bhp diesel is already well proven, so here we've taken the wheel of the new 215bhp 325i. This is by no means the end of the line-up. Three more engines will join the range later this year - the petrol 320i and 330i, and the eagerly anticipated 231bhp 330d. Prices range from ΂£23,040 to ΂£33,290, while all models feature a six-speed manual gearbox, run-flat tyres, six air-bags and air-conditioning. SE variants get such niceties as cruise control and parking sensors, while the M Sport versions will have sports seats, firmer suspension and styling enhancements. But what about the boot? Well, although no longer than the saloon, the Touring is bigger than ever. Access can either be gained by the conventional tailgate, or for smaller loads, by simply opening the separate glass window. Either way, the 460-litre boot is cleverly shaped, and although the rear-wheel-drive layout means that the suspension intrudes significantly, there is plenty of useful extra stowage hidden under the floor. The seat-folding mechanism is easy to use - the backrest flips down on to the chair base to create a surprisingly flat load bay. However, the 1,385-litre maximum volume compares poorly to most family estates, and is beaten by load-lugging versions of the Mercedes C-Class and Jaguar X-Type. Further forward, rear seat space is good, but it's the driving environment most buyers will be concerned about. It's a mixture of good and bad - the seating position, build and material quality are excellent, but the design is an acquired taste. In this respect the Touring is no different to the saloon, but the distinctive dashboard is likely to put some potential buyers off. The 215bhp and 250Nm 2.5-litre straight-six is responsive at low revs, punchy at the top end and has a sporty yet unobtrusive engine note. The 0-60mph sprint is achieved in 7.2 seconds, while there's a top speed of 151mph. But as ever, the engine is only part of this model's driver appeal. A new bodyshell is 25 per cent stiffer than the outgoing car's, but an average of 15kg lighter. This helps the Touring to feel every bit as agile, well balanced and involving to drive as the saloon. Steering on the new car is a delight and, as long as you don't opt for larger wheels, the ride is comfortable. Sporting and spacious, the BMW estate does everything we expected of it, and more. For an alternative review of the latest BMW 3-Series visit our sister site carbuyer.co.uk What Next COMPARE CAR LOANS COMPARE CAR INSURANCE For more breaking car news and reviews, subscribe to Auto Express magazine. We'll give you 6 issues for £1 and a free gift! < Previous Next > 0 Comment Be the first to comment on this article You need to register to post comments. Existing members can log in below to comment, otherwise click here to join. 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The stylish rear has been well integrated and the boot is large by class standards. However, suspension intrusion could be a problem for wide loads. Superb driving dynamics match the saloon's, and there's a great choice of engines. Is it better than rivals? Look out for next week's group test. AT A GLANCE With a separate opening glass section, the BMW provides maximum loading flexibility, which is useful in tight spaces. When you open the rear window the load cover slides up rails on the D-pillars automatically. Engine: 2.5-litre 6cyl 0-60mph: 7.2secs Economy: 32.8mpg Price: £26,340 Find Used Cars Find your BMW 3-Series with our new used car search. £36460 - £21145 £21145 - £17145 Less than £17145 - Advertisement - Company Website | Media Information | Contact Us | Privacy Notice | Subs Info | Voucher Codes | SitemapOur Other Websites: The First Post | Custom PC | Evo | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Octane | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. All rights reserved.Licensed by Felden || LOGIN REGISTER NEWSLETTER Home NEWS REVIEWS PRODUCTS COMPARE CARS VIDEOS BUYING USED CARS NEW CARS MOTORSHOWS COMPETITIONS 6 ISSUES FOR £1 Search Car Reviews: You're in - Car Reviews: Car Group Tests BMW 325i M Sport Touring Just as the 3-Series saloon defines the compact executive sector, the Touring is the archetypal small premium load-lugger. January 2008 That summary is only fair, since the BMW can claim to have launched the whole lifestyle estate market back in 1989. Today’s fourth-generation model may not be the most dynamic or attractive car in the class, but it must be said that M Sport trim with blue paintwork does wonders for its visual appeal.It’s 76mm shorter and 41mm lower than the Merc, which has restricted the amount of space BMW’s packaging experts have been able to create inside. Open the boot, and if the load cover is pulled across, it slides up the D-pillars automatically. However, this neat trick can’t hide the fact that whether you’re using litres or millimetres to measure the boot, it’s not as big as the C-Class’s. Moreover, the load sill is 60mm higher and has a lip to it as well.After that, things improve. There’s a large well under the boot floor, created by the fact the run-flat tyre-equipped 3-Series no longer has a spare wheel. Whether you think this is a good thing or not, there’s no denying that the BMW also has more useful hooks, straps and nets than its rival. More impressively, although both cars share an identical 2,760mm wheelbase, it’s the 325i’s rear occupants who enjoy an extra 20mm of legroom – which helps explain why the boot is smaller. There’s no mystery as to why the driving environment is more cramped, either. The slabby centre console, lack of stowage and small steering wheel all serve to make the driver feel restricted – particularly those with larger frames, who will struggle to get comfortable in the narrow, if supportive, seats. Compared to the C-Class, it’s not an elegant cockpit, but the BMW is well constructed and easy to get on with. It also has a wonderfully smooth engine that, thanks to Efficient Dynamics stop-start technology and brake energy regeneration, gives the diesel C220 a run for its money in terms of economy. But you don’t buy a 3.0-litre petrol model with fuel saving in mind – you choose it for its power. There’s no denying the straight-six sounds great, but on first impressions it’s hard to believe the engine is as big and beefy as the statistics suggest. Why? Because it simply doesn’t have that much torque, so on motorways you frequently find yourself changing down. This isn’t a problem for two reasons. Firstly, the gearchange is great, and secondly the engine is so smooth, refined and free from vibration that using high revs is no hardship – quite the opposite, in fact. At the limit, the 325i is swift, but as the in-gear figures show, in most day-to-day driving situations, there’s less to choose between these two. The BMW’s brakes are more responsive, too, and on a favourite road the 3-Series remains the more satisfying and enjoyable car to drive, changing direction immaculately well and exhibiting excellent body control. The penalty for this is a fidgety ride. It’s not hard, but unlike the Merc, it fails to be relaxing and was a little louder at speed, too. Nor was it as good around town. The clutch can be slightly awkward, the steering is heavier and rear visibility is poorer. And although it’s £500 cheaper than the C-Class, the BMW’s standard kit is equally thin on the ground. So could the 3-Series lose its crown? For an alternative review of the latest BMW 3-Series visit our sister site carbuyer.co.uk BACK TO TOP What Next COMPARE CAR LOANS COMPARE CAR INSURANCE For more breaking car news and reviews, subscribe to Auto Express magazine. We'll give you 6 issues for £1 and a free gift! < Previous 0 Comment Be the first to comment on this article You need to register to post comments. Existing members can log in below to comment, otherwise click here to join. Email: Password: Sponsored Results Social Bookmarks Link to this article: For more details about purchasing this feature and/or images for editorial usage, please contact the Dennis Syndication team on pictures@dennis.co.uk Email a Friend Print this Full Car Reviews Photography - Advertisement - Sponsored Results Facts and Figures Open Table DETAILS Price:£30,295 Model tested:BMW 325i M Sport Touring Chart position:2nd WHY? Our current class leader is tested here in petrol guise, which should give it a performance edge. AT A GLANCE: The BMW is at its best in 325i guise. Its straight-six is smooth and good to use, and it feels more special than the equivalent 320d. But the Touring focuses on driving ability rather than versatility or refinement, and so doesn’t cover all the bases as well as its rival. SCORES Styling/image: Interior/quality: Space/versatility: Driving experience: Ownership costs: Green rating: ECONOMY Here’s a surprise for diesel fans. Drive the petrol 325i for 12,000 miles, and it will cost only £109 more in fuel than the C-Class CDI – partly thanks to Efficient Dynamics. RESIDUALS While a figure of 48.6 per cent over three years and 36,000 miles is good, it means the 325i falls short of its rival. Owners should expect to lose about £5,000 in value annually. SERVICING As with most BMWs, the Service Inclusive deal is tempting. You get 36,000 miles of cover – likely to be two services – for less than £500. Yet add maintenance and it tops £1,000. TAX Before Efficient Dynamics arrived last year, the 325i put out 208g/km of CO2. But now, it emits 35g/km less. So tax costs have tumbled – higher-rate users pay £2,548 a year. Verdict Excellent driving position and great rear accommodation, plus sharpest handling, keenest steering and best chassis composure in the class. Boot is smaller than C-Class's, while around town the clutch is slightly awkward, the steering is heavier and rear visibility is poorer. The ride is more fidgety, too. Find Used Cars Find your BMW 3-Series with our new used car search. £36460 - £21145 £21145 - £17145 Less than £17145 - Advertisement - Company Website | Media Information | Contact Us | Privacy Notice | Subs Info | Voucher Codes | SitemapOur Other Websites: The First Post | Custom PC | Evo | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Octane | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. All rights reserved.Licensed by Felden || BMW 3 Series (E30) From Wikipedia, the free encyclopedia Jump to: navigation, search BMW 3-Series (E30) Manufacturer BMW Production 1982–1994 Predecessor BMW E21 Successor BMW E36 Body style(s) 2-door coupé 2-door convertible 4-door saloon 5-door station wagon Layout Front engine, rear-wheel drive / all-wheel drive Engine(s) I4, 1.6 - 1.8 L (66 - 100 kW) I6, 2.0 - 2.7 L (92 - 126 kW) Transmission(s) 3-speed automatic 4-speed automatic 4-speed manual 5-speed manual Wheelbase 2,570 mm (101.2 in) Length 1988-89 Sedan & Wagon: 4,450 mm (175.2 in) 1988-89 Convertible: 4,460 mm (175.6 in) 1990-91 Sedan & Wagon: 4,326 mm (170.3 in) 1990-93 Convertible: 4,323 mm (170.2 in) Width Sedan & Wagon: 1,646 mm (64.8 in) 2 door Saloon: 1,661 mm (65.4 in) Height Sedan & Wagon: 1,379 mm (54.3 in) Convertible: 1,369 mm (53.9 in) Coupe: 1,400 mm (55.1 in) Curb weight 1,070–1,368 kg (2,359–3,016 lb) Related BMW M3 The BMW E30 was a compact executive car produced by BMW. It was the successor of the BMW E21 in 1982 and was replaced by the BMW E36 in 1990. BMW continued to produce the cabriolet (convertible) E30 well into 1993. The Touring remained in production until 1994 when the E36 touring replaced it. The M3 cabriolet was never officially offered for sale in North America; it was offered only for the European market. The BMW M3 was first introduced on the E30 platform. A widened version of the E30 front suspension and the drivetrain from the E30 325i were used in the BMW Z1 roadster. The E30 3-Series was produced in four body styles, a four door saloon, a two door saloon, a five door estate (marketed as the "touring"), and a two door convertible. A Baur cabrio was also available. The 325ix was produced from 1988 to 1991, and featured all-wheel drive. It was available as a two-door (coupé) or a four-door (sedan) and as touring. The BMW M3 utilised a widened and heavily redesigned and restyled variation of the 2 door body style. The M3 shares few parts with other E30 models, however many M3 parts can be used on the other body styles and are interchangeable offering the consumer an OEM "upgrade". These parts consist of control arms, control arm bushings, steering racks, etc. The primary distinctive feature of the BMW E30 models produced for the North American market in 1984-1987 are the elongated front/rear aluminum bumpers. These bumpers are commonly known as "diving boards." In 1988, the anodized aluminum bumpers were shortened by revising the cover/fillers and shortening the shocks. In 1989 the aluminum bumpers were replaced with shorter body-color plastic bumpers. The cars were powered by a range of inline 4 cylinder (BMW M10 , BMW M40 , & BMW M42) and inline 6 cylinder (BMW M20 and BMW M21) engines, with both petrol and diesel power. Torque output for the engines ranges from 140 N·m (100 lb·ft) torque for the 1.8 L (1766 cc) 4 cylinder engine, to 230 N·m (170 lb·ft) torque from the 2.7 L (2693 cc) 6 cylinder petrol engine. The E30 BMW M3 was fitted with a high-revving 4-cylinder engine (BMW S14) which produced 175 kW (238 PS; 235 hp) in its final European-only iteration.[citation needed] Contents 1 Engines 2 Drivetrain 3 Models and production volumes 4 Special models 5 24 valve conversion 6 M30 conversion 7 Suspension 8 Service indicator 9 Further reading 10 References 11 External links [edit] Engines BMW E30 325i Engine 1990–1991 BMW 318is (E30) 2-door sedan (Australia) A North American convertible with the distinctive 'diving board' aluminum bumper E30 Station Wagon, branded as the '3 Series Touring' Following on from the E21, the E30 was fitted with M10 straight-4 and M20 straight-6 engines. The 316 used a 1766 cc M10 fed by a carburetor and producing only 66 kW (90 PS; 89 hp), but this allowed BMW to offer a cheap, entry-level car in the range. The 318i had the same M10 engine, but with Jetronic fuel injection, pushing power to 77 kW (105 PS; 103 hp) and improving fuel economy. Finally, the 320i (2.0 L M20 with 92 kW (125 PS; 123 hp)) and 323i (2.3 L M20 with 105 kW (143 PS; 141 hp)) completed the range. Later, in 1985, a 2.5 L version of the M20 boosted the power of the top model to 125 kW (170 PS; 168 hp), replacing the old 323i. The 325ix (All Wheel Drive model) had a 2.5 liter M20 with 125 kW (170 PS; 168 hp) (same as the 325i). Europe and North America received an economy version called the 325e (the e stands for the Greek letter eta, signifying efficiency). Strangely enough, the engine was the largest available in the chassis, aside from the rare South African version which was available with the 3.3 L M30. The 2.7 L had a longer stroke than the 2.5 L, with a more restrictive head, four cam bearings instead of seven (less internal friction), and softer valve springs. This resulted in 90 kW (122 PS; 121 hp). In 1987, the E30 was revised. The revision contained two significant changes in the engine department. First, the M20 straight-6 engines changed from Bosch Jetronic to Bosch Motronic. This boosted the 320i to 95 kW (129 PS; 127 hp) and the 325i to 126 kW (171 PS; 169 hp), all the while improving the economy. The M10 was replaced by the new, belt-driven cam M40 which also incorporated Motronic injection. The new 318i now had 85 kW (116 PS; 114 hp) and was noticeably smoother than the old version. A new engine had been developed, a chain-driven cam 4 cylinder M42 1.8 L DOHC 16 V engine creating the 318is in 1989. This is the most modern engine built to the E30 (this engine has been later used in early 318i E36s). The 316 was replaced by a 316i, which used a 1600 cc version of the M40, producing 75 kW (102 PS; 101 hp). Not quite as torquey as the 66 kW (90 PS; 89 hp) 1766 cc M10 it replaced, it nevertheless offered superior performance. In some markets, like South Africa, the old M10-powered 316 continued a lot longer, gaining the new bumpers of the other models. In South Africa, The 316i was released in 1991. [edit] Drivetrain In total, seven transmission were available for the various models of the E30: four manuals, and three automatics. A 4-speed manual was available for the 316 and 318i (Getrag 220). The 316, 318i, and 320i also had the option of a common 5-speed manual (Getrag 240), while the 323i and 325i had a different manual (Getrag 260), and in addition, the 323i had a sports manual as an option(??). The transmissions for the 316 and 318i featured synchromesh on forward gears only, while the 320i and 323i, both with standard and sports transmissions, had synchromesh on reverse as well. Both automatic transmissions were manufactured by ZF - they were the 3-speed 3 HP 22, which was available on the M10 316 and 318i models, and the 4-speed 4 HP 22, which was available on the 320i, 323i, 324td, 325, 325i and 325e models, as well as M40 and M42 316i and 318i. Transmission gear ratios: 4-speed manual 5-speed manual 3-speed automatic 4-speed automatic available on 316, 318i 316, 316i, 318i, 320i 323i standard, 325i 323i sports 316, 318i 320i, 323i 325i 1st 3.76 3.72 3.83 3.76 2.48 2.73 2.48 2nd 2.04 2.02 2.20 2.33 1.48 1.56 1.48 3rd 1.32 1.32 1.40 1.61 1.00 1.00 1.00 4th 1.00 1.00 1.00 1.23 - 0.73 0.73 5th - 0.81 0.81 1.00 - - - reverse 4.10 3.45 3.46 4.10 2.09 2.09 2.09 There were many differentials used on the E30 models. The 316 and 318i shared a differential, as did the 320i and 323i, with the standard transmission. 323i models with sports transmissions had a different differential. The 325i received its own ratio, as did the 325e. The various M3s had special ratios as well. BMW E30 M3 BMW 320 E30 Cabriolet 1989 BMW 318i Differential Gear Ratios and Types: model(s) ratio(s) case size type(s) 316 before 9/84 3.64 small open 316 after 9/84 3.91 small open 316i M10 3.91, 4.10 small open 316i M40 4.27, 4.45 small open 318i M10 3.64, 3.91, 4.10 small open 318i M40 2- and 4-doors 4.10, 4.45 small open 318i M40 convertible and touring 4.27, 4.45 small open 318is 4.10 small open (USA Spec had an optional 4.10 small case LSD) 320i before 9/85 3.46 small open 320i 9/85 to 9/87 3.64, 3.91 small open 320i after 9/87 4.10 small open 320i convertible and touring 4.27, 4.45 small open 323i before 9/84 3.23 medium open 323i after 9/84 3.46 medium open 324d 3.45 small open 324td 3.25 medium open 325i before 9/86 3.46, 3.73, 3.91, 4.10 medium standard - open sports - mechanical limited-slip 325i after 9/86 3.64, 3.73, 3.91, 4.10 medium standard - open sports - mechanical limited-slip 325i convertible before 9/86 3.46, 3.91 medium standard - open sports - mechanical limited-slip 325i convertible after 9/86 3.64, 3.91, 4.10 (USA SPEC) medium standard - open sports - mechanical limited-slip 325i touring 3.91 medium open 325ix 2- and 4-doors 3.64, 3.73, 3.91, 4.10(US SPEC AUTO) medium open, all viscous, 10-100% limited-slip 325ix Touring 3.91, 4.10 medium open, all viscous, 10-100% limited-slip 325, 325e US-models 2.93, 3.23 medium standard - open sports - mechanical limited-slip 325e before 9/85 2.79 medium standard - open sports - mechanical limited-slip 325e 9/85 to 12/86 2.93 medium standard - open sports - mechanical limited-slip|- 325e after 12/86 3.25, 3.46 medium standard - open sports - mechanical limited-slip M3 (North America) 4.10 medium mechanical limited-slip M3 (Europe), Evolution , Evolution II 3.25 medium mechanical limited-slip M3 Convertible 3.25 medium mechanical limited-slip M3 Sport Evolution 3.15 medium mechanical limited-slip The all-wheel drive system on the iX models used three differentials to distribute power to the wheels, 37:63 split front to rear. The center and rear differentials use viscous couplings to split torque. The front differential was open. [edit] Models and production volumes Europe: 1982-1990 316 1.8 - 1.8 L M10B18 I4, 90 PS (66 kW; 89 hp) 1987-1994 316i - 1.6 L M40B16 I4, 102 PS (75 kW; 101 hp) 1982-1987 318i - 1.8 L M10B18 I4, 105 PS (77 kW; 104 hp) 1987-1994 318i - 1.8 L M40B18 I4, 115 PS (85 kW; 113 hp) 1989-1991 318is - 1.8 L M42B18 I4, 142 PS (104 kW; 140 hp) 1982-1985 320i - 2.0 L M20B20 I6, 125 PS (92 kW; 123 hp) 1985-1991 320i - 2.0 L M20B20 I6, 129 PS (95 kW; 127 hp) 1988-1990 320is - 2.0 L S14 I4, 192 PS (141 kW) Italy and Portugal only 1981-1986 323i - 2.3 L M20B23 I6, 150 PS (110 kW; 148 hp) 1984-1987 325e - 2.7 L M20B27 I6, 122 PS (90 kW; 120 hp) 1984-1991 325i - 2.5 L M20B25 I6, 170 PS (125 kW; 168 hp) 1986-1991 325iX - 2.5 L M20B25 I6, 170 PS (125 kW; 168 hp) 1986-1988 M3 - 2.3 L S14 I4, 200 PS (147 kW; 197 hp) 1989-1991 M3 - 2.3 L S14 I4, 215 PS (158 kW; 212 hp) 1987-1987 M3 Evolution - 2.3 L S14 I4, 200 PS (147 kW; 197 hp) 1988-1988 M3 Evolution II - 2.3 L S14 I4, 220 PS (162 kW; 217 hp) 1990-1990 M3 Sport Evolution - 2.5 L S14 I4, 238 PS (175 kW; 235 hp) 1985-1990 324d - 2.4 L M21 I6, 86 PS (63 kW; 85 hp) 1987-1993 324td - 2.4 L M21 I6, 115 PS (85 kW; 113 hp)   Other markets: 1984-1985 318i - 1.8 L M10B18 I4, 101 hp (75 kW) - North America 1991 318iS - 1.8 L M42B18 I4, 142 hp (100 kW) - North America 1984-1988 325e - 2.7 L M20B27 I6, 121 hp (90 kW) - North America 1986 325es - 2.7 L M20B27 I6, 121 hp (90 kW) - North America 1987-1991 325i/is - 2.5 L M20B25 I6, 168 hp (125 kW) - North America 1988-1991 325ix - 2.5 L M20B25 I6, 168 hp (125 kW) - North America 1988-1991 M3 - 2.3 L S14 I4, 192 hp (143 kW) - North America 1984-1986 333i - 3.3 L M30 I6, 197 hp (145 kW) - South Africa 1989-1991 325iS - 2.7 L, 197 hp (145 kW) - South Africa 1991-1992 325iS - 2.7 L, 210 hp (155 kW) - South Africa Global E30 production totals by year[1] [2] Year 1981 1982 1983 1984 1985 1986 1987 Production * 15,580 218,201 285,134 297,886 329,460 316,075 Year 1988 1989 1990 1991 1992 1993 1994 Production 269,074 257,307 246,818 56,363 26,913 18,440 1,997 Note: * The very first E30's were produced in December 1981, but it was only a few of the 323i's. Exactly how many is still unknown. Global E30 production totals by model Model Year Units produced 318i 1987–1991 89,637 318is 1989–1991 41,234 320is (2 door) 1988–1990 2,542 320is (4 door) 1987–1990 1,206 325i (2 door) 1985–1991 113,906 325i (4 door) 1985–1991 83,080 325ic 1985–1993 85,246 325ix 1985–1991 29,589 325e (2 door) 1983–1988 114,498 325e (4 door) 1983–1988 74,789 M3 1986–1991 17,184 The total production from 1982 to 1994 was 2,339,520 units. [edit] Special models In addition to the famous M3 there were other special models of the E30. For Portugal and Italy, due to their high engine taxes, a special model was created, the 320iS. This model was produced both in 2 and 4 door versions had a detuned version of the M3 engine. It was the same S14 engine but with 2.0l and 143 kW (192 hp). BMW South Africa's Motorsport division created the 333i in 1986 by fitting the 3210 ccm M30 "big six" ("M30B32" of the 733i E23/ 533i E12/ 533i E28/ 633CSi E24) engine to a 2-door E30. The resulting 333i was a major success in saloon car racing in that country and is now a collectors item. These cars, built with help from Alpina in Buchloe, Bavaria, Germany, featured some interesting compromises like forcing the buyer to choose between air conditioning (vital in South Africa) or power steering (because of lack of space due to the large M30 engine). They were only built in small numbers in 1986. BMW South Africa provided the following specifications for the 333i: Powerplant - M30B32 6 Cylinder 3210 cc 145 kW (197 PS; 194 hp) at 5500 rpm. 285 N·m (210 lb·ft) torque at 4300 rpm. The cars were fitted with a 5 speed manual gearbox and limited slip differential. Braking was enhanced by 296 mm (11.7 in) Alpina dual ventilated grooved front disc brakes. ABS was optional. The cars were fitted with J7x16 Alpina wheels and Pirelli P7 (195x50VR16)tyres. BMW provided performance figures were impressive, with a top speed of 228 km/h (142 mph). 0–100 km/h in 7.4 seconds, and a standing kilometer in 27.7 seconds at sea level. Approximately 210 of these cars were produced. The 333i was an all round "Pocket Rocket." Later when it became clear that South Africa would not be getting the M3, the 325iS was created. Initially this was merely a 325i 2-door fitted with a bodykit and a close-ratio gearbox (improving acceleration at the expense of top speed and economy), but more changes were made to keep the car competitive in South African saloon car racing. Nevertheless, these cars were always sold to the public. This culminated in the 325iS Evo II of late 1991. By now several body panels were made of aluminum and the M20 engine grew to 2.7 L and now produced 155 kW (208 hp))and a 0-62 mph in a mere 7.5 seconds. The cabriolet version continued to be built to the end of April 1993 and the touring version continued to be built to the end of February 1994. [edit] 24 valve conversion A very popular modification to the E30 is the 24V engine found in the BMW E36 and BMW E34. The engines, M50/M52/S50/S52, can be installed with a selection of mainly BMW parts. [edit] M30 conversion Another popular conversion is the M30 conversion, which entails sourcing a larger capacity "big six" engine from a 5 or 7 series of the same model generation. This conversion is more complicated than a 24 valve conversion, but offers good performance gains due to higher torque and hp figures from these larger capacity engines. [edit] Suspension One of the features that added to the roominess of the E30 was the suspension. The front MacPherson struts and rear semi-trailing arm suspension were a compact arrangement that left a lot of cabin and trunk space for the car's overall size. The semi-trailing arms have been criticized for the dynamic toe & camber changes inherent to the suspension geometry, causing bump steer in hard cornering situations (such as racing and autocross). [edit] Service indicator The E30 was the first 3-Series car to be fitted with an onboard service indicator, consisting of an LED bargraph plus Inspection and Oil Service warning lights. [edit] Further reading Jeremy Walton (2001). BMW 3-Series Collectors Guide: Generation 1 and 2 including M3. Motor Racing Publications. ISBN 1-899870-55-5 (paperback).  R.M. Clarke (1990). BMW Series 3 - 4 Cylinder Cars Gold Portfolio. Brooklands Books. ISBN 1-85520-149-6 (paperback).  A.K. Legg & Larry Warren (1996). BMW 3- & 5-Series Haynes Service and Repair Manual. Haynes. ISBN 1-85960-236-3 (hardcover).  Various authors (1993). BMW Serie "3" (Modelos después 1983) Estudios técnicos y documentación. ANETO-ETAI. ISSN 1134-7155 (paperback).  Andrew Everett (2006). BMW E30 - 3 Series Restoration Bible. Brooklands Books. ISSN 1855206781 (paperback).  [edit] References ^ Oswald, Werner (1. Auflage 2001). Deutsche Autos 1945-1990, Band 4. Stuttgart: Motorbuch Verlag. ISBN 3-613-02131-5.  ^ Kittler, Eberhard (1. Auflage 2001). Deutsche Autos seit 1990, Band 5. Stuttgart: Motorbuch Verlag. ISBN 3-613-02128-5.  [edit] External links Wikimedia Commons has media related to: BMW E30 BMW 3 Series at the Open Directory Project v â€¢ d â€¢ e « previous — BMW road car timeline, 1980s–present Type Series 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 Small family 3 Compact E36/5 E46/5 1 Series E81 / E82 / E87 / E88 F20 Compact exec 3 Series E21 E30 E36 E46 E90 / E91 / E92 / E93 Executive 5 Series E12 E28 E34 E39 E60 / E61 F10 / F11 Luxury Coupé 6 Series E24 E63 / E64 F12 / F13 Luxury 7 Series E23 E32 E38 E65 / E66 / E67 / E68 F01 / F02 / F03 / F04 Roadster Z Series E30 (Z1) E36/7 & E36/8 (Z3) E85 / E86 (Z4) E89 (Z4) M M3 E30 M3 E36 M3 E46 M3 E90/92/93 M3 M5 E28 M5 E34 M5 E39 M5 E60/61 M5 M6 E24 M635CSi/"M6" E63/64 M6 M Roadster E36/7 (Z3) M E85 (Z4) M M Coupé E36/8 M Coupé E86 M Coupé Supercar/GT E26 (M1) E31 (8 series) E52 (Z8) Sports Activity X1 E84 X3 E83 F25 X5 E53 E70 X6 E71 / E72 Progressive Activity 5 GT F07 || || Login | Register PistonHeads » Gassing Station » General Gassing » General GassingRE: SOTW: BMW 325i Touring SearchMy Stuff What's New:3:12:24:72 My ProfileMy PreferencesMy Mates RSS Feed Friday 7th August 2009 SOTW: BMW 325i Touring 2.5 six-cylinder estate with RWD, for under £1000? Where do I sign? THe BMW 3 series has always been a desirable car, but in a time where every other car you see is a 3 series you have to wonder if the success of the range has made them less special? It wasn’t long ago when an E30 3 series was a seriously desirable piece of kit; remember the solidity, the fantastic noise from the 6-cylinder versions and the well-sorted chassis. It was also a time when M-Sport stood for something and a car wearing the famous M badge usually had some special suspension at the very least. Back in the late eighties or very early nineties (not entirely sure when it was), I remember Dad getting an E30 320i SE as a company car and did I feel like we had made it. In fact, I think we both did and that particular company car received more care and attention than most. However, at test drive time the dealer didn’t have a 320i available and so they loaned us a 325i Touring instead. At the time it was probably the fastest car that I had ever been in. It was certainly the best sounding, and at the time the Touring was still rare, generating stares and comments wherever we went. I’m not surprised, though, as the Touring was (and still is) a fine-looking car. It wasn’t the most spacious estate you could buy, but in 325i form it offered 169bhp and, most important, had rear-wheel drive. It also had a lovely chassis, a precise gearbox and responsive steering to go with it. It was such a good car that I think it would be hard to find someone who wouldn’t run one of these cars as daily transport today. I was quite surprised to find a Touring for shed money, but it seems that cars are out there if you look hard enough. Our own PistonHeads classifieds came up with this rather rough, but very ready 1989 325i with 186,000 miles on it. This one has the full M-Tec bodykit fitted as well as leather seats and steering wheel, although as you can see the drivers seat has seen better days. It’s not perfect - as the owner admits - but as it has had a recent service including a new cambelt, it should roll on for a fair few miles yet and has a decent amount of tax and test to boot. The most interesting point to note is that this car delivers a proven 180.6bhp, but as the owner doesn’t say how this increase was made we can only wonder if it was in particularly rude health from the factory, or if someone has been fiddling? I love it either way, and if the engine and bodywork are solid then it's worth a punt surely? Advert Says: BMW 325i Touring. Black, manual, 1989, 186,000 miles. BMW 325i Touring manual in black, with a full M-TEC bodykit and leather sports steering wheel and gearknob, lowered, Recently serviced (Cambelt etc), 186k Miles, Cream leather interior (drivers seat worn), E/Sunroof, E/mirrors, E/windows Rolling roaded at 180.6 BHP with print out to prove. 11 months MOT & 6 months Tax Not perfect but not asking perfect money £995 ono   2 3 ... 8 9 Reply to Topic Author Discussion DC Original Poster 465 posts 34 months [report] [news]  Friday 7th August 2009 What a great car for the money. My brother had a 316 Touring last year and it was a great car (albeit gutless). The 325 lump sounds gorgeous. One of the cars on the list for my next run around. sosidge 486 posts 55 months [report] [news]  Friday 7th August 2009 Would rather have one that has been unmolested, but at least it seems a pretty honest shed. bob1179 10,504 posts 49 months [report] [news]  Friday 7th August 2009 I remember back in 1990 when my best mates nest door neighbour bought a new 325i Touring in Red. I always said to myself that I would have one of those when I was old enough to drive.They are a great car, and the M20 engine if looked after will take the mileage easily. My only worry would be rust, as this kills E30's especially around the sill ends, bulk head and jacking points, wings and inner wings to name a few places.I still love them though! itiejim 1,077 posts 45 months [report] [news]  Friday 7th August 2009 Looks like a good SOTW - but the seller claims a new cam belt - I thought they used a chain?! courtster 509 posts 56 months [report] [news]  Friday 7th August 2009 itiejim said: Looks like a good SOTW - but the seller claims a new cam belt - I thought they used a chain?!Not on M20 IIRC Advertisement bob1179 10,504 posts 49 months [report] [news]  Friday 7th August 2009 courtster said: itiejim said: Looks like a good SOTW - but the seller claims a new cam belt - I thought they used a chain?!Not on M20 IIRCAgreed, the M20 engine is indeed belt driven. Dan_1981 5,575 posts 39 months [report] [news]  Friday 7th August 2009 Hmmmm me likey! fathomfive 4,787 posts 30 months [report] [news]  Friday 7th August 2009 I like them a lot, but a grand for a 20yr old, 185k mile example seems a tad expensive. Nyphur 839 posts 28 months [report] [news]  Friday 7th August 2009 Currently run one of these with the 2.0 engine as a Le Mans runner.228,000 miles, still pulls strong! PPPPPP 826 posts 71 months [report] [news]  Friday 7th August 2009 fathomfive said: I like them a lot, but a grand for a 20yr old, 185k mile example seems a tad expensive.Hardly run in at 185k miles. A great car to learn how to control oversteer. Mr.Jimbo 1,094 posts 23 months [report] [news]  Friday 7th August 2009 Always thought it odd how the rear tailgate fits around the rear lights, creating an awkwardly small/narrow low load area. Love E30's, just bought an iS coupe, loving every minute! Nigol 67 posts 16 months [report] [news]  Friday 7th August 2009 fathomfive said: I like them a lot, but a grand for a 20yr old, 185k mile example seems a tad expensive.I'm suprised at that price actually, most owners go over the top even with that sort of age and mileage. A guy near me is offering his 325i saloon with 220k miles (!) for £1400! S3_Graham 4,667 posts 39 months [report] [news]  Friday 7th August 2009 Nigol said: fathomfive said: I like them a lot, but a grand for a 20yr old, 185k mile example seems a tad expensive.I'm suprised at that price actually, most owners go over the top even with that sort of age and mileage. A guy near me is offering his 325i saloon with 220k miles (!) for £1400!i would say the same... my sport was on 189k when i got rid of it. apart from a worn gear linkage which meant choosing a gear was like stirring porridge, it was amazing tight. that said most things had been replaced! Rear subframe bushes and sloppy gear linkages would be things to look for on that!! + the obvious rust issues, front towers, rear arch liners. arch liners were the one thing that killed my first sport sleep envy 48,649 posts 89 months [report] [news]  Friday 7th August 2009 HRG!! Dan S 248 posts 70 months [report] [news]  Friday 7th August 2009 thats would a mint trackday car. ghibbett 112 posts 25 months [report] [news]  Friday 7th August 2009 As a stop-gap I bought a 325i Touring (1992 - K-reg) with 140k miles on for about £1600 a few years ago. Over the next 14 months and 20k miles it ran faultlessly (apart from the wiper controller packing up - had a spare from my Dads old 6-series so just swapped them). Great sounding, discreet, reasonably rapid, practical and fun!! Great steering too.... Staffy1984 314 posts 20 months [report] [news]  Friday 7th August 2009 bob1179 said: courtster said: itiejim said: Looks like a good SOTW - but the seller claims a new cam belt - I thought they used a chain?!Not on M20 IIRCAgreed, the M20 engine is indeed belt driven.M50 and M52 ra e chain driven Martin 480 Turbo 28 posts 27 months [report] [news]  Friday 7th August 2009 Oh bugger,I am badly tempted to fly in and buy this "shed", as here in Germany a well specced Touring would easily set you back double the price, as these cars in general were much lesser equipped in our market. An unmarked, unmolested Touring with leather and the rarefull M package. Yummie.The Miles are no problem as long as it was well cared for.A shame that u britons insist on driving on the other side of the road.This "shed" made my day, as I brought our beloved E30 to office on this sunny morningand left my company car at home.Have a sunny and safe weekend everyone. Martin 480 Turbo Fordo 1,033 posts 64 months [report] [news]  Friday 7th August 2009 Fantastic shed of the week.rwd- checkboot space- checkdecent chassis - checkAlmost tempted...... fathomfive 4,787 posts 30 months [report] [news]  Friday 7th August 2009 S3_Graham said: Nigol said: fathomfive said: I like them a lot, but a grand for a 20yr old, 185k mile example seems a tad expensive.I'm suprised at that price actually, most owners go over the top even with that sort of age and mileage. A guy near me is offering his 325i saloon with 220k miles (!) for £1400!i would say the same... my sport was on 189k when i got rid of it. apart from a worn gear linkage which meant choosing a gear was like stirring porridge, it was amazing tight. that said most things had been replaced! Rear subframe bushes and sloppy gear linkages would be things to look for on that!! + the obvious rust issues, front towers, rear arch liners. arch liners were the one thing that killed my first sport Fair do's. As I said, I like them a lot. I remember seeing a metallic black 318i Touring when they'd just been released and thought it was lovely. A really nicely balanced design IMO. 2 3 ... 8 9 Reply to Topic Gassing Station | General Gassing | General Gassing What's New | My Stuff | Top of Page Terms and Conditions | Posting Rules Term and Conditions Hosted by Carrenza Copyright PistonHeads® 1998-2010