My E30/E28 BMW

My 19XX E30/E28 BMW 3XX/5XX...

This page is nearly 3 years old (Nov 2006) [now 5 years old! 2008/9]. Whether or not I will ever take possession of an E30 (or an E28 - unlikely) remains to be seen. The cars are generally getting a bit long in the tooth nowadays, though they will always remain beautiful vehicles. The only E30 I would consider right now is the M20 325e, followed by the M42 318is and possibly M40 318i. I am pondering E36's nowadays, either a 318ti or M50/M52 power, but for now they are just a pipe dream. I have become more faithful to Holden again nowadays, particularly HJ and earlier Kingswoods, LC-LX Toranas, and of course VB-VK Commodores.

E30 (1983 - 1991) 3 Series

The following is taken from an article from germancarfans.com entitled 30 years of the BMW 3 series:

1982: the Second Generation.

Clearly, this success was also a commitment. And it opened the door for even greater success: In 1982 BMW presented the thoroughly revised and updated second-generation 3 Series. Working consistently on this best seller, BMW’s engineers had done an outstanding job: Although the new model offered four centimetres more space inside, body length had not just remained the same, but had even become three centimetres shorter. The front direction indicators had moved from the front edge of the fenders into the bumpers, and now there was a wider, stronger-looking B-pillar finished in matt black.

By now the wedge shape with the high rear end had long been accepted, nobody criticising the somewhat higher luggage compartment lid and the larger tail lights. On the contrary: With its track 35 millimetres or 1.38´´ wider, the new 3 Series looked a lot more powerful and muscular. And this impression was quickly confirmed on the road: First, BMW’s development specialists had put the 3 Series on a strict diet, saving some 30 kilos or 66 lb per car, despite the wider range of equipment. Second, the power units within the wider engine compartments were in part even more powerful. In particular, however, the new two-door models were faster than their predecessors also thanks to their significantly improved aerodynamics.

Powered as before by a 90-bhp four-cylinder, the 316, for example, now had a top speed of 175 km/or 109 mph. Featuring mechanical fuel injection, the identical four-cylinder in the 318i developed maximum output of 105 bhp, sufficient for a top speed of 184 km/h or 114 mph. The two six-cylinders, finally, now came with electronically controlled fuel injection giving the power unit in the 323i even more torque and truly outstanding performance, with a top speed of 202 km/h or 125 mph.

Despite this superior power, the top-of-the-range 3 Series was by all means fuel-efficient, consuming just 8.9 litres on average in the DIN consumption test (31.7 mpg Imp) thanks to its five-speed gearbox with an overdrive economy top gear. The 320i, finally, was hardly any slower, reaching a top speed of 197 km/h or 122 mph with its 2.0-litre 129 bhp power unit. And its list price back in 1982 was almost DM 3,000 lower than that of the 323i, DM 24,550 definitely being an interesting offer.

The updated engines were not the only features to be admired beneath the sheet metal. For in the interest of enhanced driving safety without impairing the car’s handling, BMW’s engineers had given the new 3 Series a single-joint spring strut axle at the front with sickle track arms and a reduced roll radius. The rear axle, in turn, came with separated dampers and springs, with the control angle of the rear semi-trading arms changing from 20 to 15o. In all, this provided an even better suspension set-up offering in particular an even higher standard of driving safety with handling remaining at least as good as before.

The First Variant: the Four-Door 3 Series.

After just one year of production, BMW had already built 233,781 new 3 Series. And this was prior to the big surprise in autumn 1983, when the 3 Series made its appearance with four doors. Introducing this four-door model, BMW was indeed responding appropriately to an increasingly frequent request from potential customers looking for more comfortable and convenient access to the rear seats. So now having a family and children was no longer a reason not to buy a 3 Series.

Indeed, this was a tempting concept: To take the nucleus of the sporting 3 Series and, on this basis, to create cars by all means able to fulfil other demands and requirements in an excellent manner. So in the next two years BMW’s engineers proved clearly that this was a very promising proposition: Launching the eta six-cylinder in 1984, BMW, with the support of its engine specialists, presented an entirely new and very different concept. The 2.7-litre six-cylinder power unit of the 325e was optimised without compromises for torque and economy, consuming just 8.4 litres of regular fuel on 100 kilometres (33.6 mpg Imp), despite maximum output of 122 bhp at a low engine speed of 4,250 rpm.

The BMW eta was powerful, efficient – and clean: The 325e was the first 3 Series available exclusively with a catalytic converter. Convinced that this was the right solution, BMW had developed this superior system of clean engine management to production standard right from the start and therefore offered the widest range of catalyst cars at the time, particularly in the 3 Series segment.

1985: All-Round Economy, Dynamic Performance, Open-Air Driving Pleasure and Uncompromising Sportiness.

The wish to combine sporting performance with superior economy inspired the fathers of the 3 Series to strive for an ever-increasing standard. So in 1985 they took a bold step, fitting the first straight-six BMW power unit without spark plugs – a diesel – into their compact saloon.

Developing maximum output of 86 bhp, the BMW 324d was indeed a powerful car in the diesel market, achieving a top speed of 165 km/h or 102 mph. In particular, however, it made a name for itself through its superior smoothness and refinement, setting the foundation, together with the BMW 524td already launched in 1983, for the highly successful diesel story destined to follow at BMW.

The 324d was not the only new entry to join the 3 Series in 1985. No – the other, perhaps even more spectacular, new addition to the range was the 217 km/h (135 mph) 325i featuring a 171 bhp six-cylinder and taking over the position of the flagship from the former 323i. Indeed, this top-of-the-range model was also available in the guise of the 325iX with four-wheel drive: Instead of a – simple – add-on front-wheel-drive system, however, this high-traction 3 Series featured a power divider with viscous coupling for permanent four-wheel drive complete with ABS anti-lock brakes.

The next new model to enter the market was truly an outstanding highlight not only for the BMW enthusiast, the 325i Convertible becoming the first genuinely open four-seater built in Germany in the last six years. And the fourth newcomer, the BMW M3, featured an all-out athlete’s heart beneath its discreetly modified body: Maximum output of the M3’s four-cylinder 16-valve power unit derived directly from a racing engine was 200 bhp.

With numerous model variants ensuring outstanding success, the Munich Plant soon reached the limits to its capacities. In response to this need for ongoing enlargement, plans started in the early 80’s to build a new plant, production starting in the Bavarian city of Regensburg in November 1986. On a broader, international basis, the first generation of the 3 Series had already been built in Rosslyn/South Africa.

There were several various models of the E30 released, but Australia did not receive all of them (detailed below). The E30 debuted in Australia in 1983 with the release of the M10 318i & M20 323i. The 318i (M10B18) was a 8 valve, SOHC, Chain driven, K/L-Jetronic which developed 105 HP @ 5800 RPM & 145 NM @ 4500 RPM. The 323i (M20B23) was a 12 valve, SOHC, Belt driven, L-Jetronic and developed 139 HP @ 5800 RPM & 205 NM @ 4000 RPM. In 1985 the 323i got a small engine update which now developed 150HP @ 6000 RPM & 205NM @ 4000 RPM.

In 1986 all Australian made/delivered cars had to comply with new regulations regarding compulsory unleaded fuel. As such the 318i was fitted with a catalyst converter which dropped HP slightly down to 102 HP. The 323i was replaced with the M20 325e. The 325e (M20B27) was designed during the early 80's fuel crisis for maximum fuel efficiency. The engine was designed for minimum friction loss, highest possible fuel efficiency, and maximum low RPM torque. Many people scorned the 325e for it's low revving nature and termed it as a slogger. The 325e was a 12 valve, SOHC, Belt driven, Motronic 1.0 which developed 122 HP @ 4250 RPM and 230NM @ 3200 RPM. The 325e has a very flat torque curve and has 80% of maximum torque available at 700RPM. As such fuel consumption of the 325e was equal and often better than it's 4 cylinder M10 318i counterpart.

In 1988 Australia received a significant update on it's E30 model line up. All new models received the cosmetic upgrades which are easily distinguished between 1987- models and 1988+ models as shown below:

1987 325e

1990 318i

The M10 318i and M20 325e were retired from Australia's 3 series line-up. Replacing them were the M40 318i , M20 320i & M20 325i. The 318i (M40B18) was a 8 valve, SOHC, Belt driven, Motronic 1.3 which developed 115 HP @ 5500 RPM & 165NM @ 4250 RPM. The 320i (M20B20) was a 12 valve, SOHC, Belt driven, Motronic 1.3 which developed 129 HP @ 6000 RPM & 174 NM @ 4000 RPM. The 325i became what the 323i was, a high power sports sedan, which easily belted the 8 cylinder Holdens for six. The 325i (M20B25) was a 12 valve, SOHC, Belt driven, Motronic 1.3 which developed 170 HP @ 5800 RPM & 222 NM @ 4300 RPM.

In 1990 Australia received the much sought after 318is (M42B18) which was a 16 valve, DOHC, Chain driven, Motronic 1.7 which developed 136 HP @ 6000 RPM & 172 NM @ 4600 RPM. The E30 318is is one of the rarest E30's in the world (alongside the E30 M3, 320is, 333i which are even rarer etc) with only 41, 234 being made (out of a total of 2.2 million E30's).

E30's that Australia did not receive include the pre '88 320i & 325i, 1988 E30 325e SuperETA, and most notably the M3 which had various evolution's throughout it's life span. There are however many Japanese M3 imports in Australia (as well as personal imports of models that Australia did and did not receive). Other models Australia did not receive include all E30 touring models, diesel models, the South African built M30 333i, and the S14 powered 320is utilised for the under 2000cc tax benefit in Italy & Portugal.

Specifications:

318i (1983 – 1991)

M10 B18 4 Cylinder 1.8L (1986 - August ’87) / 8 Valves, SOHC, Chain Driven / Bosch L-Jetronic Electronic Injection / Compression Ratio 9.3:1
102 HP @ 5800 RPM / 145NM Torque @ 4500 RPM / Top Speed 178/186 KM/H
City: 9.5 KM/L / Highway: 13.5 KM/L / 0 to 100 KM/H = 11.2s
Weight vs. Power Ratio = 13.77:1 (kg/kw)
M40 B18 4 Cylinder 1.8L (September ’87- 91) / 8 Valves, SOHC, Belt Driven / Bosch DME 1.3 Electronic Injection / Compression Ratio 8.8:1
115 HP @ 5500 RPM / 165NM Torque @ 4250 RPM / Top Speed 190 KM/H
City: 10.5 KM/L / Highway: 15.5 KM/L / 0 to 100 KM/H = 10.8s
Weight vs. Power Ratio = 13.13:1 (kg/kw)

318is (1990 – 1991)

M42 4 Cylinder 1.8L / 16 Valves, DOHC, Chain Driven / Bosch DME 1.7 Electronic Injection / Compression Ratio 10:1
136 HP @ 6000 RPM / 172NM Torque @ 4600 RPM / Top Speed 204 KM/H
City: 10.5 KM/L / Highway: 15.5 KM/L / 0 to 100 KM/H = 9.9s
Weight vs. Power Ratio = 10.92:1 (kg/kw)

320i (1988 – 1990)

M20 B20 6 Cylinder 2.0L / 12 Valves, SOHC, Belt Driven / Bosch DME 1.3 Electronic Injection / Compression Ratio 9.4:1
129 HP @ 6000 RPM / 174 NM Torque @ 4000 RPM / Top Speed 197 KM/H
City: 8.33 KM/L / Highway: 12.5 KM/L / 0 to 100 KM/H = 10.2s
Weight vs. Power Ratio = 11.84:1 (kg/kw)

323i (1983 – 1985)

M20 B23 6 Cylinder 2.3L / 12 Valves, SOHC, Belt Driven / Bosch L-Jetronic Electronic Injection / Compression Ratio 9.8:1
136/150 HP @ 6000 RPM / 205 NM Torque @ 4000 RPM / Top Speed 205 KM/H
City: 8.33 KM/L / Highway: 14.7 KM/L / 0 to 100 KM/H = 9.0s
Weight vs. Power Ratio = 10.57:1 (kg/kw)

325e (1986 – 1987)

M20 B27 6 Cylinder 2.7L / 12 Valves, SOHC, Belt Driven / Bosch DME 1.0/1.1 Electronic Injection / Compression Ratio 9.0:1
ETA engine designed during the early 80's fuel crisis. The engine was designed for minimum friction loss, highest possible fuel efficiency, and maximum low rpm torque.
122 HP @ 4500 RPM / 230NM Torque @ 3200 RPM / Top Speed 198 KM/H
City: 9.5 KM/L / Highway: 14.2 KM/L / 0 to 100 KM/H = 10.1s
Weight vs Power Ratio = 13.39:1 (kg/kw)

325i (1988 – 1991)

M20 B25 6 Cylinder 2.5L / 12 Valves, SOHC, Belt Driven / Bosch DME 1.3 Electronic Injection / Compression Ratio 8.8:1
170 HP @ 5800 RPM / 222 NM Torque @ 4300 RPM / Top Speed 220 KM/H
City: 8.7 KM/L / Highway: 12.5 KM/L / 0 to 100 KM/H = 8.3s
Weight vs. Power Ratio = 10.08:1 (kg/kw)

Pictures [More added later]

BMW Info.com:

BMW E30 2 door sedan 1983 - 1987

BMW E30 2 door sedan 1987 - 1991

BMW E30 4 door sedan 1987 - 1991

Misc:

Technical:

E30 325is:

'87 325e:

E30's For Sale (Current + Past):

'87 320i (Import) '87 318i '84 318i

'86 318i '86 325e '88 320i

'89 320iC '90 318is

'86 325e (Would have probably picked this up if it hadn't been sold within 1 day it was listed!)

E28 (1981 - 1988) 5 Series

Under Construction

The E28 5 series was launched in 1981 as the successor to the E12 5 series. Both the E12 and E28 were lauded as being advanced motor vehicles at the time of release. Unfortunately due to Australian conditions the E12 suffered major problems and failed to capitalise on the bigger car market compared with the Holden Kingswood (HQ, HJ, HX, HZ etc). The E28 fixed the problems of the E12 5 series, however the E28 has come in for some criticism due to it's strikingly simarility to the it's predecessor. However, nothing of the E12 was interchangeable with the E28 apart from the windscreen. The E34 5 series launched in 1988 had a major cosmetic and body upgrade making the E12/E28 designs look antiquated.

Like the E30 3 series, Australia did not receive all the E28 5 series models (detailed below). The E28 debuted in Australia in 1981 with the release of the M30 528i. The 528i (M30B28) was a 12 valve, SOHC, Chain driven, L-Jetronic which developed 184 HP @ 5800RPM & 240 NM @ 4200 RPM. In 1983 the 520i was released utilising the M20B20. The same engine was utilised in the E30 320i which Australia did not receive until 1988, which then had upgraded Bosch DME. The 520i (M20B20) was a 12 valve, SOHC, Belt drive, L-Jetronic which developed 125 HP @ ---- RPM & 170 NM @ ---- RPM. The 528i was also available as a motorsports edition (M528i). It shared the same engine as the 528i but received extra options, and had a close ratio dog-leg gearbox thus only available in manual.

In 1986 all Australian made/delivered cars had to comply with new regulations regarding compulsory unleaded fuel. As such the 520i and 528i were replaced with the 525e and 535i, and the availability of the M535i. The 525e shared the same engine as the 325e (M20B27). The 525e was never well received in Australia due to it's lack of power in a heavier car. Although I disagree to an extent that as an economical car a manual 525e would probably do quite nicely (I recently inspected a manual 525e - shame the car had been kinda neglected over the years [no service history prior 1998] - previous owner [2001 - 2005] spent a bomb fixing various things including new M20B27 @ 222XXX km's [now 248XXX km's] - asking price $4999 @ dealer, if it drops to $2999 or lower might re-look at it). The 525e was a 12 valve, SOHC, Belt drive, Motronic 1.0/1.1 which developed 122 HP @ 4250 RPM and 230 NM @ 3200 RPM.

'88 E28 535i '87 E28 M535i

'86 E28 535i with an M535i bodykit (for sale atm - $6800)

The 535i was made available world-wide in 3 different specifications. A US low compression engine, a euro low compression engine, and a euro high compression engine. Australia received the euro low compression engine that was utilised in both the 535i and M535i. Unfortunately, Australia only received the 535i in automatic, with the M535i having a close ratio dog-leg manual gearbox, although there are M535i's that are automatic. Buyers must be wary of sellers doing up 535i's to model M535i's. The 535i and M535i utilised the M30B34 which was a 12 valve, SOHC, Chain driven, Motronic 1.0 which developed 185 HP @ 5400 RPM & 290 NM @ 4000 RPM. Readers will notice the LC (low compression) 3.5L M30 does not develop any more power than the 2.8L M30 (528i), but has a whopping 50 NM extra torque, shame Australia delivered cars are auto, though this doesn't prevent someone doing a 5 speed conversion.

E28's that Australia did not receive include the muchly sought after M5, diesel models including the 524d and 524td, earlier versions of the 525e which had higher compression engines & 1988 US 525e Super ETA, the M30 powered 525i, the M10 powered 518 (carb) and 518i, and all touring models.

Specifications:

520i (1983 – 1985)

M20 B20 6 Cylinder 2.0L / 12 Valves, SOHC, Belt Driven / Bosch L-Jetronic Electronic Injection / Compression Ratio 9.8:1
125 HP @ 5800 RPM / 170 NM Torque @ ---- RPM / Top Speed 189 KM/H
City: 8.33 KM/L / Highway: 14.7 KM/L / 0 to 100 KM/H = 11.4s
Weight vs. Power Ratio = 13.26:1 (kg/kw)

525e (1986 – 1988)

M20 B27 6 Cylinder 2.7L / 12 Valves, SOHC, Belt Driven / Bosch DME 1.0/1.1 Electronic Injection / Compression Ratio 9.0:1
122 HP @ 4500 RPM / 230 NM Torque @ 3250 RPM / Top Speed 193 KM/H
City: 8.5 / 9.2 KM/L / Highway: 12.8 KM/L / 0 to 100 KM/H = 10.2s
Weight vs. Power Ratio = 15.22:1 (kg/kw)

528i (1981 – 1985)

M30 B28 6 Cylinder 2.8L / 12 Valves, SOHC, Chain Driven / Bosch L-Jetronic Electronic Injection / Compression Ratio 9.3:1
184 HP @ 5800 RPM / 240 NM Torque @ 4200 RPM / Top Speed 214 KM/H
City: 7.4 KM/L / Highway: 13.8 KM/L / 0 to 100 KM/H = 8.4s
Weight vs. Power Ratio = 9.78:1 (kg/kw)

535i (1986 – 1988)

M30 B34 6 Cylinder 3.5L / 12 Valves, SOHC, Chain Driven / Bosch DME 1.0 Electronic Injection / Compression Ratio 8:1
185 HP @ 5400 RPM / 290 NM Torque @ 4000 RPM / Top Speed 207 KM/H (auto - may be inaccurate)
City: 7.46 KM/L / Highway: 11.9 KM/L / 0 to 100 KM/H = 9.8s (auto - accuracy?)
Weight vs. Power Ratio = 10.81:1 (kg/kw)

M535i (1986 – 1988)

M30 B34 6 Cylinder 3.5L / 12 Valves, SOHC, Chain Driven / Bosch DME 1.0 Electronic Injection / Compression Ratio 8:1
185 HP @ 5400 RPM / 290 NM Torque @ 4000 RPM / Top Speed 226 KM/H
City: 6.45 KM/L / Highway: 10 KM/L / 0 to 100 KM/H = 7.9s or 8.7s
Weight vs. Power Ratio = 10.66:1 (kg/kw)