Few cars can be used as a gauge of the corresponding automotive zeitgeist. The BMW 3 Series is certainly one of them.
In the mid-1970s, sport sedans weren’t a terribly common thing in the United States. American manufacturers were still trying to figure out a graceful transition from the muscle cars and luxo-barges of the ’60s to more efficient cars to deal with a crushing global petroleum shortage.
But even without a gas crunch, the U.S. auto industry still wouldn’t have built anything like the BMW 3 Series. Sports sedans–or saloons, as the Europeans say–covering both two-door and four-door versions, just weren’t something the big three ever considered. This was a very small niche market served by the likes of Alfa Romeo, Jaguar, Lotus, and BMW.
From 1968 until 1975, BMW manufactured the 2002. The two-door sedan was reportedly a joy to drive, just practical enough to shuttle a small family and built to a standard that set it apart from economy cars. It was the progenitor of the 3 Series.
Starting in 1975, the BMW 320 became the benchmark for the compact sports sedan; doubly so in the United States, where its rivals were seeing almost negligible sales or focusing more on luxury than performance. BMW occupied the position for roughly two decades without any real competition. With seven generations spanning nearly 50 years, it is hard to say which 3 Series is the best, but we can certainly zero in on which one is best fit for various consumer needs.
E21 (1975-1983)
The Bavarians knew what they had in the 2002, and that they would carry it forward into the 3 Series. The E21 offered the same great driving experience, but with more current styling and refinement. We have to remember that both luxury and technology have to be judged on the time they were built; things like sound insulation and sunroofs weren’t things buyers took for granted in the ’70s, and not everything came with power windows.
All North American 320 models were four-cylinders. From 1975-1979, the only engine offered was BMW’s M10 fuel-injected 2.0L which was rated at 110 hp. In 1980, BMW downsized the 320i to a 101 hp 1.8L and added a sportier 320is model, which was equipped with a five-speed manual transmission, Recaro seats, stiffer suspension, and a limited-slip differential. If you’re looking to buy an E21, the 320is would be your best choice.
The very youngest of these cars is almost 40 years old, it would be inadvisable to consider one for anything other than a hobby car. In excellent condition, expect to pay anywhere from $10,000 to $15,000 according to Hagerty’s valuation. Prices are on the rise as both the E21’s predecessor, the 2002, and successor, the E30, have both shot up in value in recent years.
E30 (1984-1994)
If you grew up in the 1980s, when someone says BMW 3 Series, the image that pops into your head is undoubtedly an E30. The design is an evolution of the E21, and that’s a good thing. This is the last 3 Series that shares a connection with the legendary 2002 with its upright windshield, tall roof, and flat hood.
The E30 3 Series is just over an inch shorter in length than an E21, but BMW managed to increase interior space, making the backseats even more usable. This is also the first 3 Series which engineers performed massive structural analysis on the body; an E30 is far stiffer than an E21, but the unibody is still lighter. While handling numbers are better and it is far more predictable than an E21, at the time, driving enthusiasts missed the oversteering nature of its predecessor.
The first couple of years of E30 in the United States were two-door only. The 318i used the same 1.8L I4 as the E21, but the 325i used a 2.5L inline six-cylinder, which would become a defining characteristic for the 3 Series. For a more in-depth look at the BMW straight-six, read more here.
By 1985, BMW was importing an E30 4-door sedan and by 1986 a convertible. Other markets received the station wagon, or Touring, in 1988, but none were officially imported to the United States. Through various methods, numerous Touring models have been and are still being imported and can be had for a price premium.
You can’t talk about the E30 and not mention the racing homologation special, the M3. This was the first M3, and many enthusiasts will say it is far and away the best M3. The wide fender flares, aggressive aerodynamics, and a high-revving 195 hp race-derived engine make this a “collectors favorite” – which can also be read as astronomically priced.
The M3 has led all E30 prices in a quick climb over the last decade. M3s can fetch in the low six-figures for perfect examples. More pedestrian 318i and 325e models in decent condition are still available in the $10,000 range, but enthusiast favorites like the 318is can easily see twice that. An E30 is a very usable daily driver, well taken care of examples can go a few hundred-thousand miles without a major rebuild, but as values rise and parts get scarce, clean original examples might be better spending most of their time in the garage and driven for a purpose.
E36 (1994-2000)
The E36 is BMW’s step towards the mass market future. The blunt styling of the past gave way to a swept-back wedge. The car grew substantially in footprint and in weight. The result was a much more comfortable car with a significantly more modern interior. It is also the most underappreciated of all the 3 Series models. It doesn’t have the retro coolness of the E21 or E30 and yet it’s just not modern enough in today’s terms of performance or luxury to gain the respect of fans of current BMWs.
Although the car’s weight rose substantially with the E36, power grew as well. Some fans will pick the E30 for its nimble handling, but the longer wheelbase and vastly improved aerodynamics make the E36 a much better handling car at high speeds. For the ultimate driving experience, the E36 M3 is the obvious choice.
Although the U.S. market didn’t get the same engine as the rest of the world, the inline six-cylinder still supplies respectable performance. A well-maintained E36 M3 will provide a driving experience unmatched by just about any car today, the steering feel is something modern sports cars with electric power steering just can’t touch.
All this adds up to a 3 Series with great value for the money for those looking for a classic car — classic applies to any car 25 years old. Although limited-edition M3 Lightweights are getting six-figure prices at collector auctions, a nice example of the standard M3 coupe, sedan or convertible can be purchased for under $20,000. A 325is in nice condition will go for around $10,000 while cars suitable for daily driving are still hovering around $7,000.
E46 (2000-2006)
By its fourth generation, the 3 Series was set on world domination and BMW claims more than 3.2 million E46s have been sold globally. The styling is more rounded and slightly more wind-swept than the E36. The car grew again, of course, but carried its size well. The body of the E46 is claimed to be 70% stiffer in torsion, which improved the driving experience.
The interior was upgraded with more contours and less blocky-ness than the E36. This is the oldest of the 3 Series that feels modern compared with current standards. The E46 was the first 3 Series to use what’s known as a double-din car stereo. While the factory units, even with navigation will feel like stone-age tech today, they can be easily updated with aftermarket units that will run Apple Car Play or Android Auto to bring them to current standards of smartphone integration.
All U.S. market E46s, from the base 325i up to the M3 are powered by different versions of inline six-cylinder engines. This time the M3 received the same engine as abroad. Transmissions are a mix of five- and six-speed manuals, four- and five-speed automatics, and the abysmal six-speed automated manual SMG, available in the M3.
For normal daily driving, either the 325i or 330i is going to be a great choice. These cars will be reliable transportation if the regular maintenance schedule has been and is continually followed. The driver’s choice might surprise some people, a 330i fitted with the Performance Package, known as ZHP, is the hot ticket. Lighter and smaller than the M3, but fitted with a few key parts from its sibling, it returns a more rewarding experience.
But wait you say, I thought the e46 M3 was the ultimate experience of driving bliss? The E46 M3 marks a turning point for BMW. By the late 1990s, BMW was quickly losing its grasp on being the benchmark in the category. It was being out-muscled by Mercedes and out-engineered by Audi. It was also clear that while Lexus had been happily conquesting Mercedes customers, BMW had a target on its bumper.
The E46 is what enthusiasts say they want in a car, possibly too much so. The controls are heavy, heavier than they need to be. While the 333 hp S54 had amazing throttle response, the initial throttle tip-in is exaggerated, leaving the car difficult to drive smoothly. BMW found out what M3 customers wanted and turned it all up to 11, making the car’s character as much theatre as a real performance car.
A clean example of an E46 330i will set you back around $8,000 but deals can be had for under $6,000 if you’re willing to do some work after purchase. The E46 ZHP cars are rising in value, but when examples do pop up, expect to pay anywhere from $12,000 to $15,000. The E46 M3 market is hovering around $20,000. An experienced home mechanic should be able to do a great deal of work on these themselves, so that keeps ownership costs down a little, but parts can still be expensive. If you’re looking for a great daily driver, a manual transmission 325i or 330i would both make an excellent choice.
E90 (2006-2011)
Before the launch of the E90, Bimmer fans were concerned about the styling. 2006 is right in the heart of the Chris Bangle era at BMW and most of his designs were less than well-received. Luckily, for 3 Series fans, the fifth generation is far less polarizing than its “flamed-surfaced” stable mates.
At the time, auto critics called it bold, progressive, and “of a singular look.” The lens of time allows a bit more clarity to look at the E90 and well, it’s certainly OK. The reviewers at the time were just relieved that BMW didn’t double-down on the Bangle Butt, so a somewhat boring-looking 3 Series was a best-case scenario.
Once again, the 325i and 330i were both powered by inline six-cylinders. This time, however, they were both 3.0Ls, despite the 325 name, which historically would signify a 2.5L engine. The 330i packs more power and torque thanks to a more complicated intake manifold and a few lines of computer code. The 325i still has a respectable 215 hp, but 40 hp down on the 330i. But, if you’re going for horsepower then you want to narrow your search to the 2007 and later 335i with a 300 hp twin-turbocharged 3.0L I6.
Although it lacks the character of the previous 3 Series, the E90 does everything well and has the interior capacity of the E39 5-Series. The biggest complaint about the car’s driving performance has to do with a jarring ride from the standard run-flat tires. Other than that, it provides the driving experience you expect in a 3 Series.
By this time, the 3 Series has become a fairly complicated machine; more than what you’re likely to want to tackle servicing if you don’t have some experience wrenching. Parts are readily available and online sources can keep prices relatively affordable. The naturally aspirated cars will be far less expensive to maintain. On the Turbo cars, look for high-pressure fuel pumps, fuel injectors, and turbochargers all as trouble areas.
Early normally aspirated cars are going for under $10,000 while the 335s are in the mid-teens. There seems to be a large number of cars in the $5,000 range, but we would be wary of buying at that point without a very thorough inspection and with a few thousand dollars in savings just in case.
The E90 M3 of this era is powered by a naturally aspirated V8. If the car hasn’t had rod bearings replaced, plan that into the purchase price. Also, throttle body actuators are considered a consumable and are $1,500 just for parts. E90 M3s are trading hands anywhere from $22,000 to $30,000 these days. It’s definitely a lot of car for the money, but expensive repairs can reverse that ratio quickly.
F30 (2012- 2019)
The first thing to note when looking at the F30 generation of 3 Series is to note the existence of the 4-Series. BMW split the product line between two and four-door. The 4-Series is now the two-door, well, except there is the 4-Series Gran Coupe, which has 4-doors and a hatchback. The M3 is now designated the F80 and it’s a bit of a disappointment, so you won’t miss it. Anyway, we’ll look at just the four-door 3 Series.
If we look at the E90 compared to its competition, it was still a good car, but other manufacturers had gotten better. When we look at the F30, not only has the competition gotten better still, it seems BMW has lost the will to build a driver’s car. The steering is accurate, but it provides no feel or feedback. The throttle response is delayed, and peaky. And, while we congratulate BMW for continuing to offer a manual transmission, the clutch and shifter are numb and are unrewarding to use.
For the F30, BMW decided to bring four-cylinder engines back for entry-level models. The 320i is equipped with a 180 hp turbo I4 and was built to help lower CAFE, Corporate Average Fuel Economy, numbers and to drop the starting price of the 3 Series for advertising purposes. The 328i uses a similar 2.0L I4 as the 320i, but different software and exhaust provide a more respectable 240 hp.
The F30 predictably offers a six-cylinder option as well, using the N55 turbocharged engine found in the later E90 335i. But, we’ll get right to the only version of the F30 you want.
For the 2016 model year, the car became the 340i and received a facelift that not only replaced the N55 with the B58 but also added a Track Handling Package to the options sheet. Tick that box and it gets you, a variable steering ratio, M adaptive suspension, bigger brakes, different engine software, and sticky Michelin tires.
One journalist who participated in the launch of this car in Barrancas de Cobre, Mexico, who you may also recognize from such articles as the one you’re currently reading proclaimed, “I’m not saying that if I was buying a 340i I would definitely get the Track Pack. Literally, I wouldn’t even consider buying this car if that option didn’t exist.”
The best part about the F30 is that you will be able to find them either with the remainder of the factory warranty still in place or as a certified preowned model. The downside of this is obviously the price.
A certified preowned 320i can be had for just under $20,000 from various dealers around the country, that’s a decent amount of car for the price of a new Kia Soul. A CPO 340i with Track Handling Package is right around $36,000 according to Kelley Blue Book.
If performance isn’t your thing, the F30 is also available with a plug-in hybrid drivetrain. The 330e will travel around 20 miles on just electricity and the good news is, they seem to be available in the low twenty thousand-dollar range.
G20 (2020-Present)
This is rumored to be the last 3 Series as we know it. By the time the G20 platform is ready for replacement, that car will roll into the world as a fully electric vehicle. That isn’t a bad thing, it’ll likely perform better in every way while being better for the environment. Not only will most 3 Series customers not care about the disappearance of the combustion engine, but they will enjoy the endless torque and quiet luxury offered by an EV.
But, BMW thinks we should enjoy the 3 Series while it is still here. The G20 marks a big improvement over the F30 in terms of driver engagement, even without the option of a manual transmission. The 3 Series with a turbocharged I6 is only available as the M340i with 382 hp. Of course, it starts at $54,700 but with just a few options, you easily exceed $60,000.
What is the Best BMW 3 Series?
If you’ve read this far, you should already expect the answer to that question to be – it depends. Enthusiasts will always have a soft spot for the E30. It is the classic 3 Series and nothing will provide the same experience as a clean 325is or even the lighter and simpler 318is. These cars have become hard to find without modifications or needing a lot of expensive and time-consuming work to make them road-worthy. With that said, if you want a project, you could do a lot worse.
The E36 is a great buy, especially for the M3. For someone looking for a weekend toy that could also do occasional road trips, a 325 could be a good choice. The E36 also makes a great basis for a track car build. If I were buying a BMW right now, as someone who has driven all of them, I would spend my own money on the cleanest E36 M3 I could find and use it on weekends only and watch it appreciate.
For those looking for a daily driver, an E46 would be a great choice, especially the Touring. Parts availability, modern technology, and a decent selection of cars that have been well cared for make it an obvious choice.
The E90 and F30 aren’t terrible cars, but for what you would pay, especially for upkeep, it is my opinion that there are better choices available in the category. BMW just hasn’t been at the top of its game the last decade or so while everyone from Audi to Jaguar to Lexus and shockingly even Cadillac have made some very good cars.
So, there is no definitive answer to what is the best of the Ultimate Driving Machines. Hopefully this has helped you figure out what’s important to you and what car best meets those needs.
Photos: BMW
