From the September 2019 issue of Car and Driver.

Given how beloved the E30 is now, it's hard to believe that when the second-gen BMW 3-series launched, it was received with critical apathy. That's primarily because this 3-series didn't mature into the enthusiast's pick until a few years into its production, when the anemic 101-hp four-banger 318i and the efficiency-minded 121-hp 325e were supplanted by the hot-rod 325i. Available in coupe, sedan, convertible, and (in Europe) wagon body styles, the 325i is the sweet spot in a legendary lineup that also includes the now-mythical—and pricey—E30 M3. Few engines are as smooth as the 325i's inline-six, and few sports-sedan chassis are as engaging or as honest.

"If I could sing like the engine in the new BMW 325is, I'd pack Carnegie Hall for weeks." —Arthur St. Antoine, C/D, August 1987

Problem Areas

The E30 is an unusually stout car with few weaknesses, at least by 1980s German-car stand­ards. The engines can last nearly forever but require valve adjustments every 15,000 miles and, to be safe, a new timing belt at four-year or 45,000-mile intervals. Head gaskets can fail, causing a big oil leak at the center of the block. Manual shifters get sloppy with age. Steering-rack failure typically results in a massive leak. Rust can lurk at the forward mounting points for the rear subframe and in the valance surrounding the exhaust pipes. Power convertible tops can be expensive to fix. And 325iX all-wheel-drive models are susceptible to driveline vibration.

View Photos John Roe Car and Driver

Engine

The BMW M20 is a simple, 1970s-era iron-block inline-six that uses an overhead cam and two valves per cylinder, rendered reliable by late-1980s fuel injection. The 325i's 2.5-liter made just 168 horsepower and 164 pound-feet of torque, but its smoothness made it a standout. Torque swells at 4000 rpm and the six rushes right into its 6400-rpm limiter with a refined urgency. Avoid the automatic, as it neuters the 325i, adding nearly two seconds to the zero-to-60 sprint.

Value



Given the E30 offered four body styles, two drivelines, two transmissions, and big- and small-bumper variants, 325i values are all over the map. And there are plenty for sale. Prices range from $5000 to $10,000 for most examples. Double that for cars in such good shape that you'd hesitate to drive them, and double that again for anything rare or in collectible condition. An automatic will cut a car's value roughly in half, but a swap to a newer BMW engine tends not to hurt it one bit.

View Photos John Roe Car and Driver

An Owner's Take

Owner: Jason Cammisa

Model: 1990 325i Touring

Mileage: 171,550

Years Owned: 17

The M3 may be the most collectible E30, but there's a reason that the legendary M car sat on the lot when new: The 325i is a better car to live with. Performance is nearly identical, and its inline-six is more refined than the M3's coarse four-banger. With a few upgrades, a 325i can easily outperform an M3. I'd start with shocks and springs from the Spec E30 kit. When the steering fails, upgrade to a faster rack from a Z3 1.9 or an E36. The original, at 3.9 turns lock to lock, makes catching rear-end slides a hand-flailing affair. Living with an E30 is a pleasure. They're not just some of the purest driver's cars of all time, they're also simple and robust, and parts are available and not prohibitively pricey.

Specifications Specifications 325is coupe C/D issue: October 1988

Weight: 2804 lb

0—60 mph: 7.1 sec

1/4-mile: 15.4 sec @ 88 mph 325i sedan C/D issue: March 1989

Weight: 2840 lb

0—60 mph: 7.5 sec

1/4-mile: 15.5 sec @ 89 mph 325i convertible C/D issue: October 1987

Weight: 2982 lb

0—60 mph: 7.7 sec

1/4-mile: 15.7 sec @ 87 mph M3 C/D issue: November 1987

Weight: 2857 lb

0—60 mph: 6.9 sec

1/4-mile: 15.2 sec @ 92 mph Expand Collapse

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