E46, 1999-2005: 323i, 323Ci, 325i, 325Ci, 325Xi, 325Xi sport wagon, 328i, 328Ci, 330i, 330CiThe E36 was the most successful and prolific 3 Series at the end of its production, which made it the competition's prime target. The fourth generation 3 Series, code named E46, really needed to kick it up a notch. Still, the design was clearly evolution and not revolution, with a silhouette true to traditional BMW design elements.
The 323i models were carried over until the 2000 model year, and remained underpowered at 170 bhp at 5500 rpm and 181 lb-ft torque at 3500 rpm. In 2000, BMW ditched the 323i moniker and properly designated the car 325i, while at the same time upping power to a more usable 184 hp at 6000 rpm, though torque fell to 175 lb-ft at 3500 rpm. The problem BMW encountered was the same ol' same ol', making power in the face of ever-increasing emission controls.
Meanwhile, a slammin' 3.0-liter engine for the 330i models replaced the former 2.8-liter unit, cranking out 225 bhp at 5900 rpm and 214 lb-ft torque at 3,500 rpm, but adding some $6,000 to the sticker price. Hampered only by a paltry 16-gallon fuel tank and a voracious appetite for high octane gasoline, the 3.0-liter engine was well worth the cost.
The 2001 model year saw the first 3 Series wagon officially imported to the States, the 325i sport wagon. The 2004 and later 330Ci Performance Package (PP) added uprated shock absorbers, coil springs and anti-roll bars to the base 330Ci, if "base" can describe a $37,495 car with such superlative standard equipment. The option package, known internally as ZHP, cost a cool $3,900. In manual gearbox trim, with the cloth and Alcantara interior, the 330Ci PP represented the apex of the non-M 3 Series coupe. It was never better than this, and may never be.
The all-wheel drive system in the 325Xi models split torque by 38/62, preserving the rear-wheel drive handling experience like the E30 325iX before it. However, it relied upon electronics rather than mechanicals to do so. Dynamic Stability Control (DSC) attempted to substitute for the locking functions of the 325iX's limited slip differentials, providing individual brake operation by slowing wheels exceeding their traction limits, and thus transferring torque to the remaining wheels. DSC essentially enables BMW to cut costs by replacing the mechanical central locking differential and two transverse locking differentials with an electronic control unit.
The E46 3 Series represents the last of the old school BMW 3 Series cars, rendered so by the newfangled designs penned by Chris Bangle and Adrian van Hooydonk at BMW Designworks. The new designs have met with mixed reviews. We've grown up with the 3 Series BMW, and as each generation has grown larger and more luxurious, we begin to see now some space below the 3 Series for a car that more beholden to the 3 Series tradition than the current 3 itself-hence the upcoming 1 Series sedan. Hopefully, following BMW's current naming conventions, a 2 Series coupe will follow. These new models promise to be smaller, lighter, nimbler, and less expensive-and the growth cycle can start itself all over again.
Ten Secrets of the 3 Series:The 1977 to 1983 E21 shares the same basic steering gear layout as the M1 supercar, using a baby shock absorber as a steering damper.
The E21 has two fuel tanks connected by a reinforced hose at the lowest point.
A six-cylinder powered European-specification E21 323i was the hottest thing on the autobahn, while Americans got a wheezy, low compression, emissions-strangled four-cylinder version.
The versatile 1984 to 1992 E30 chassis will swallow any contemporary BMW engine except the V12s.
The E30 is the most durable and reliable of all 3 Series cars.
You can buy a close-ratio five-speed manual gearbox for the six-cylinder E30s and the E30 M3 right from BMW if you have a fresh VISA card, but you'll need a higher (numerically lower) differential ratio. A 3.15 limited-slip from a 524td is just perfect. Second choice is a 3.25 limited-slip from an E28 (1982 to 1988) 533i or 535i. Swap the side flanges and the cover, and it bolts right in.
The E36 has built-in jacking pads in the chassis. Usually they fall out if they are not glued in place.
Six-cylinder E36 engines will bolt directly to the four-cylinder manual gearboxes for engine transplant purposes, although the gearbox will be less than pleased about it.
The M Coupe was designed by engineers, not designers or marketing. That's why it works so well.
The E46 330i/Ci Performance Package has the closest ratio steering rack and pinion unit since the 2002's dealer-installed optional 12.8:1 unit.
Tuner ReviewActive Autowerke in Miami is your one stop shop for turbocharging and supercharging the BMW 3 Series, and they carry the performance brake and suspension parts to bring the rest of the car up to speed, too. AA blowers are known around the world as dependable, durable systems that make BMWs fly and Porsches quiver. www.activeautowerke.com
Bavarian Autosport is an East Coast purveyor of performance parts and original equipment replacement parts for all BMW models, with an emphasis on E30 and newer cars. They still have plenty of 2002 and E21 3 Series parts, though. They are known as the one-stop shop for aftermarket cup holders for some reason, and have good deals on Stahl headers. Their inventory is massive, and includes a wide range of aerodynamic parts from BMW, DTM, Hamann, G-Power, AC Schnitzer, and a few pieces from Kamei and Racing Dynamics. www.bavauto.com