When this model was introduced, the lineup consisted of a four-door sedan powered by a potent 2.5 liter six-cylinder inline engine. Soon a coupe, less expensive four-cylinder versions, a convertible, a hatchback and a performance version all joined the lineup.

The coupe and a 1.8 liter 4-cylinder version of both the coupe and sedan arrived after the sedan's introduction with the 318 badge. A convertible based on the previous design was available in '92 and '93, after which it was based on the new platform. For 1995, a new performance oriented coupe with BMW's famous "M" (Motorsports) designation hit the streets. Also bowing in 1995 was an "economy" version, the 318ti that sported a practical hatchback body. A short-lived M3 sedan joined the lineup in '96. "M" models were also available in a slightly less extreme luxury version which, as the name suggests, traded some of the all-out performance features for comforts ones.

Also in 1996, BMW stroked the six (increased piston travel) resulting in 2.8 liters and a substantial increase in torque. The model name, now the 328i, was changed to reflect this displacement change. The four also got a slight displacement increase, to 1.9 liters, but the model name remained 318. Perhaps 319 just didn't sound right.

The 3-series still looks good today, even though the design is almost ten years old. Purposeful looking with little flash, BMW's designers did an excellent job of capturing the car's mission in it's look. Subtly aggressive is one way of putting it.

A '94 318ic

In the front, of course, is BMW's traditional kidney grille flanked by dual round headlights under plastic covers. Driving lights reside under the bumper as does a rectangular opening for engine cooling.

Moving down the sides, a sharp relief line starts just behind the front directionals, intersects the door handles and travels all the way to the taillights. Along the way it passes under BMW's other traditional design cue, the canted C-pillar. A horizontal rub strip also runs down the sides of the car, positioned to deflect as many stray doors as possible. A directional light was added to the rear of the front fender in 1996.

Typical traditional Teutonic design dominates the early cars. No warmth, just cold efficiency. If you don't like the stark look, then you should search for a '96 or later model with the premium package that include some relief in the form of wood trim.

The front buckets are for the most part comfortable. They're firm in the German tradition, maybe too firm for some. Padding is not overly generous. They're most appreciated on longer trips.

The sport seats with their extra lateral support may be uncomfortable for passengers of wider girth. Many examples have the heated seats option. We also noticed some examples that showed heavier that would be expected upholstery wear. Leather cracking and stretching should not be happening on a 50,000 mile car.

Headroom is adequate front and rear, even in the lower coupe. The sunroof cuts almost an inch from this space.

The high-performance M is a driver's dream.

In the rear, the seats themselves are well designed, but there's just not a lot of leg room back there, even in the sedan. It's the biggest flaw in the car, and one that seemingly was glossed over by all the major car magazines. If anyone over 5'10" gets comfortable up front, there's no room! As you would imagine, the coupe is even worse. BMW was certainly aware of the issue as resculpted seatbacks were installed during the model run, which helped a little. Although these cars are rated for 3 passengers in the rear, that's laughable. To be fair, a big reason rear space is tight is because the engine had been moved back to achieve 50/50 weight distribution. So it was a conscious trade-off, not poor design.

Still, after the lambasting the Ford Contour/Mercury Mystique (which properly equipped is a passable bargain priced 3-series alternative) received for cramped rear seating by the automotive press, we can't help but wonder why they weren't as vocal with this car.

The trunk is a small but usable 10.3 cu ft. The narrow opening makes it difficult to stuff anything odd-sized back there. The rear seats fold forward for more cargo capacity. The 318ti with its hatchback configuration is the obvious exception here, with lots of cargo room with the rear seat folded forward (but not flat) and the huge hatch making cargo loading a breeze.

This is where the 3-series shines. The steering feel, precision and communication is terrific. The suspension is not terribly exotic with MacPherson struts up front and a multilink setup in the rear (except on the ti, which uses a revised but older--and cheaper--design), but BMW manages some magic with it and it's hard to argue with the results. All of these things add up to a vehicle that is among the easiest to drive fast with confidence.

All this would be terrific by itself, but what's really remarkable here is that it combines this handling excellence with remarkably supple ride, especially for a smallish car. The 3-series soaks up bumps with aplomb, rarely jarring it's occupants or upsetting the car's attitude. Body motions are controlled and firm but gradually so.

Wind noise was ever-present on all the cars we drove at speed. We're not sure if this is just a characteristic of the 3's from new or if the window seals tend to break down over time. There was a moderate amount of road noise on some surfaces--almost a resonating type of sound.

A rarely seen '98 318ti hatchback.

BMW does not try to eliminate the sound of the engine in the cabin, and you'll always hear it. The six is silky smooth and sounds great. The four on the other hand, is not especially smooth and it buzzes and thrashes when pushed. Nothing bad mind you, but you'll get at least equal refinement from any Honda engine.

You'll lose some suppleness in the ride with Sport package equipped models but gain some handling quickness and responsiveness. There's less roll, too. "M" models ride quite stiffly, but oh, the handling. The tradeoff is not for everyone however, and many will find the ride just too uncomfortable. If you're interested in an "M" try to drive it for a while and find all kinds of road surfaces.

Acceleration on the six-cylinder cars is brisk. The fours are merely adequate overall, and weak on the low end. The 2.8 liter six installed on '96 and up cars offers increased low and mid-range performance through a broader torque band. You can feel the difference if you go from a 325 right into a 328. The "M" is in another league altogether, offering neck-snapping power at all speeds.

The manual transmission is a gem. Throws are short and positive. Although for us the only transmission to consider is the manual, the automatics are excellent, too. We were only able to drive the 4-speed, but published reports indicate the 5-speed automatic (available only on the "M" models) detracts little from their sporting character. Both have selectable modes of operation and the 5-speed has a fully driver controllable shifting capability.

These cars have a horrendous reputation of going in snow. A sophisticated traction control option was added in 1994 for the 325, and made standard in '97. It was not available on the 318. In case you're wondering, towing is not recommended on any of these models.

Fuel economy is yet another 3-series strong point. The six will return a solid 22-26mpg in combined driving, and that's without babying it. The four only does slightly better, probably because it's working harder.

Dual airbags were added in 1994. Before that only the driver had an air bag.

U.S. Government crash tests on all models yielded a very good rating for both front seat occupants. ABS control on big 4-wheel disc brakes was standard equipment on all versions of the 3-Series. Another safety feature that these cars have that doesn't show up in any rating system is their ability to avoid accidents. Their responsiveness allows them to avoid certain situations that would catch a lumbering SUV or wallowing sedan.

All BMW's have a feature that we hate. It's their service reminder system. Supposedly, a computer judges the way you have been driving and calculates when you should bring your car in for service. A reminder light in the dash goes on and you're supposed to bring the car in to have it checked. For what, you'll have no idea. This seems ridiculous to us. A simple service schedule works just fine, thank you.

Normal maintenance intervals are average. Maintenance items are a bit more numerous than average and include such things as valve adjustments. BMW did not switch to ozone-friendly A/C refrigerant until the '95 model year, so be aware that a conversion on earlier models will run you somewhere between $300-$400.

A surprise for us occurred when researching parts costs. They were not as high as we expected, and in fact were reasonable for a performance European sedan. Clutches for $200-$250 and alternators at under $200 aren't too bad. Brakes were a bit high, though. So the parts may not be Chevy priced, but they're not Mercedes or Lexus ridiculous either.

The 3-Series has a good reliability track record. Problem areas are few, and even those do not show up on every car. The major things to look for include the fuel delivery system and minor electrical glitches.

Warranty coverage was an excellent 4yrs/50,000 miles for the '94 and up models. 6yr/unlimited mileage corrosion protection came with all 3-series models, but BMW required a dealer inspection every two years, so you'll want to check to see if this was done. Even 3/36 scheduled maintenance was included for '97 and '98 models.

For all-around use, the 328i is the one we like the most. The fatter torque curve feels great, you'll get the dual airbag interior and some minor interior upgrades. If you're on a budget and have to have a Bimmer, any one of the 318 models is not a bad choice. We've seen some terrific deals on the 4-cylinder cars -- you can be a little tougher in your negotiating than with the more popular and desirable sixes. Some of this, no doubt is due to the dropping of the four and replacing it with the more powerful and smoother 2.3 liter six in 98 and up cars. Putting the six in the base model put downward pressure on the prices of used fours.

There really aren't any bad choices here. The 325 is slightly below the 328 on the desirability scale, but we'd stay away from a 4-cylinder car with an automatic. If you're leaning toward an "M", we strongly advise you to try to spend as much time as you can with one before you leap. Even though it will treat you to awesome performance, the stiff ride may wear thin after awhile.