The E30 further expanded the BMW 3 Series’ reputation as a sports sedan

What did the 3-series run-up look like?

When BMW engineers received the development contract for the new generation of the 3 Series in the mid-1970s, they must have sighed and cursed. Compared to its predecessor, it had to be more economical with fuel, emit less harmful gases, offer more comfort and at the same time more safety, it had to honor the brand image and also offer more driving pleasure.

The men at work for the second generation BMW 3 Series.

Its predecessor E21 had already set the bar very high in terms of driving pleasure with its mature concept. It seemed almost impossible to raise it any higher. Moreover, there was danger from Stuttgart. Archrival Mercedes-Benz developed its first mid-sized model, the 190 (W201), parallel to the E30. That new, small Mercedes also had to attract drivers of a BMW 3 series, endangering BMW’s position in the middle class. Under the leadership of BMW’s then chief designer Claus Luthe, the development of the E30 started, using the concept of the predecessor as a starting point. Luthe once said that good design contributed to the creation of a solid brand image and should not be influenced by constantly changing trends. Exterior designer Boyke Boyer therefore did not have much leeway.

How revolutionary was he?

The design is certainly not: double headlights, double kidneys and the Hofmeister kink, so very recognizable. It was quite a difficult job to give that to the car, because at the same time extensive changes were made to the bodywork to meet the high demands of the development department. The slanted bonnet was supposed to contribute to better aerodynamics. The same applies to the side windows that fit tightly on the body and the 20 millimeters higher trunk edge. All in all, the lines of the E30 look a lot more angular than that of other newcomers from that time. With a drag coefficient of 0.38, it was considerably less streamlined than the Mercedes 190, let alone the Ford Sierra and the Audi 100, but it was a giant step compared to the first 3 Series, which with its characteristic sharknose aerodynamically, of course, was a drama.

For the drive, BMW initially reverts to the M10 four-cylinder and the M20 six-cylinder, or familiar engines from the E21. The six-cylinder is equipped with electronic fuel injection as standard. The BMW technicians also increase the compression ratio and change the valve timing. This results in lower consumption and less emission of harmful gases. In combination with the improved aerodynamics and the lower weight, this leads to a consumption reduction of up to 12 percent compared to the E21, according to BMW. All a result of the oil crises of the 1970s. The on-board computer is also making its appearance in the 3-series. Digitization is definitely advancing.

How was it received by consumers?

As if they were waiting en masse: in the first full year, 10,319 Dutch people bought a BMW 3-series. There are also 315s of the E21 generation that BMW delivered especially for the Netherlands, but the fact that after 1983 never so many 3-series were registered in our country again indicates what the success was from the start. Of course we immediately take a look at the figures of the Mercedes 190. 1,629 of that model were sold in the Netherlands in 1983. The 190 has never been able to match the figures of the 3 series. So yes, the new 3 Series was definitely a hit.

What were the choices during the market launch?

In the first months, the buyer can choose from two four-cylinder, the 316 with 90 hp and the 318i with 105 hp. Of course, from the outset there is a choice of two six-cylinder engines, just like with the E21. The 320i delivers 125 hp and the six-in-line with 300 cc extra now comes to 150 hp. The 323i is therefore 7 hp stronger than the previous generation with that type designation. As reported, the first buyers will have to be satisfied with only two doors, the four-door will only come in the course of 1983.

What were its competitors?

If its predecessor had yet to deal with the Alfa Romeo Giulietta, the Audi 80 and the top versions of the Opel Ascona B, the new 3 Series had an arch-rival from Stuttgart from birth. The Mercedes 190 had only one mission, to attract a younger audience that Mercedes-Benz had not yet entered the showroom and that had to be lured mainly from the 3 Series. BMW had long had a sporty image in 1982, and with its six-seaters, the small sports sedan had already gathered a crowd of fans around it. The Mercedes 190 would not be available until years later as a 2.6 E, six-cylinder in the same segment at that time only offered by Ford, in the Taunus and of course also in the Sierra, which was presented approximately at the same time as the 3-series. We must of course also mention the Alfa 75. It came in 1985. The Audi 90 appeared in 1984 and it was allowed to make it difficult for the more expensive versions of the 3-series.

Mercedes-Benz 190, intended to make life difficult for the BMW 3-series.

Any details during the life cycle of the 3-series E30?

BMW first worked on expanding the engine range. The 324d (1985) and 324td (from 1987) responded to the growing demand for auto-igniters. In the meantime, the brand also launched the 325 e, the ETA, a six-cylinder petrol with low power and a lot of torque for economical driving, which has been enlarged to 2.7 liters. At 122 horsepower, it was less powerful than a 320i. In 1985, the 323i was already replaced by the 170 hp 325i, which soon had to transfer the title of most powerful Dreier to the M3.That legendary variant, developed for touring car racing, has now become an icon for which astronomical sums are paid. Even amounts of more than one and a half tons for a Sport Evo with a 238 hp, four-cylinder engine that has been enlarged to 2.5 liters. As standard, the M3 had the 2.3 S14 four-cylinder akin to the Formula 1 block of the 1980s. The M3 had a bonded windscreen, a more slanted rear window, body extensions and a rear spoiler and the drag coefficient dropped to 0.33. On the tracks, the M3 was lord and master. A convertible even appeared for the sun worshiper and the 325i was already available in 1986.

A 320i Convertible followed later. In the early 1990s you could also get the E30 Cabrio built until 1993 as a 318i. The Touring bodystyle remained in production for an additional year, although the E36 3 Series had been available as a saloon and coupe since 1991 and 1992.

The Touring only came along with the facelift of the E30 in 1987. The models from the end of 1987 can be recognized by the larger taillights and the omitted chrome. Incidentally, the M3 never participated in the facelift. It always kept the smaller taillights. The 3 series received a four-cylinder sixteen-valve (the M3 engine already was) engine in 1989, the 318iS was a sporty alternative to a 320i. Almost as iconic as the M3 is the 320iS delivered in Italy and Portugal for tax reasons. It had an M3 engine reduced to 2.0 liters. In South Africa, BMW made it even more furious, where you could buy the M333i, with the six-cylinder from the 5 and 7 series and more than 200 hp.

The BMW M333i, delicacy only for South Africa.

The four-wheel drive 325iX appeared before the facelift, but we are not there yet. The special Z1 also carries the internal factory code. 8,000 of the two-seater with doors that could sink into the side, designed by Harm Lagaay, were made. He did it with the 325i powertrain.

The BMW 325iX in action.

Which version appeals the most to the imagination?

It is very obvious to go for the M3, that car has meant so much to the reputation of the second generation 3-series, but especially to BMW Motorsport. There were already an M1 and an M5, but the M3 has made the letter M even more magical. However, we are also very fond of a 325i two-door from before the facelift. With the wonderful sounding six-cylinder and 170 hp, a wonderful representative of the sports sedan. Find one more! Many copies were killed during track days or completely worn out on public roads.

What has been the impact of the E30 BMW 3 Series?

With the second 3-series, BMW has further developed this series into a pillar of the brand. There is still a 3-series and without a 3-series BMW would never have built up such a sporty image as it has for several decades. Staying true to rear-wheel drive, the 3 Series has expanded its status as a mid-size sports saloon. Alfa Romeo switched to a front-wheel drive after the 75, to the chagrin of the enthusiast. He has always embraced the 3-series.

How many were built and how many are left?

A total of 2,344,341 3-series of the generation E30 were built between 1982 and 1994.

A total of almost 70,000 E30s have been sold in the Netherlands, of which 6,947 are still registered with an active license plate, according to data from CarTalk International. Most of them are sedans. In recent years, the E30 was only available as a Cabriolet and Touring.

1983 335

1984 404

1985 422

1986 1153

1987 1028

1988 742

1989 733

1990 765

1991 768

1992 188 (Convertible and Touring)

1993 343 (Convertible and Touring)

1994 66 (Touring)