BMW 3-Series Touring
In spring 1998 the fourth generation of the BMW 3-Series set out on the road to the next century riding a wave of stylish continuity and unrelenting technical progress. Its proportions, lines and stylistic elements represented an expression of sporting elegance and left no doubt that the BMW 3-Series had established itself once and for all as the unmistakable original in its segment. The new BMW 3-Series, which was once again launched in four-door sedan form, had grown by four centimetres in both length and width compared to its predecessor. The BMW kidney grille was now integrated into the bonnet and teamed up with twin circular headlights behind clear covers to give the front end of the car a striking character. The dynamic ability of the new Sedan was accentuated by its stretched lines and more prominently arched roofline. Another signature BMW design feature were the L-shaped rear lights. The car's interior had also grown to reflect its exterior dimensions. Both the front and rear seats offered more room to move. Knee room in the rear compartment had been increased by 20 millimetres, while 10 millimetres had been added to the available headroom.
The fourth-generation BMW 3-Series benefited more than ever from expertise accumulated during the development of models in higher segments. The interplay of the body and chassis, the car's interior appointments and its safety concept all took their cues from the BMW 7-Series. The newly designed instrument panel looked modern, well sized and high in quality, and equipment features such as a multifunction steering wheel, side airbags in the rear, rain-sensing wipers and a navigation system set new benchmarks in the segment. "The essence of BMW is distilled in the 3-Series," summed up the testers from motoring magazine Autorevue after their first encounter with the new model.
Hallmark BMW driving pleasure, distinctive model variants
The selection of available body variants expanded more quickly than in the previous model generation. The new BMW 3-Series Coupe, which was 17 millimetres longer, 18 millimetres wider and 46 millimetres lower to the road than its four-door sibling, took to the stage as early as April 1999. It also offered occupants significantly more space than its predecessor. The combination of the car's distinctive proportions and a shallower windscreen angle produced a noticeably stretched, elegantly slender side view.
The third variant of the BMW 3-Series - the Touring - joined the line-up later that year, the BMW development engineers continuing to drive forward the idea of the dynamic, elegant and classy five-door car. The new BMW 3-Series Touring embodied the character of the 3-Series with undoubted clarity, but also displayed its own distinctive talents. It was 46 millimetres longer than its predecessor, 16 millimetres wider and 29 millimetres taller.
A Convertible variant was also developed for the fourth generation of the BMW 3-Series model range. The open-top four-seater made its debut in spring 2000. It was identical to the Coupe from front bumper to A-pillar, but the prominent beltline and muscular rear end gave it a character very much its own. On the inside, the Convertible was the first model in this class to feature front seats with integral seat belts as standard. Standard rollover protection, consisting of a rollover bar in the windscreen frame and two bars which extended automatically from the rear head restraints as required, maximised occupant protection even in extreme situations.
The new BMW M3 also celebrated its world premiere that year at the Geneva Motor Show. The contouring of its bonnet alone provided an indication of the power lurking beneath. The eye-catching bulge in the centre of the bonnet - the so-called "power dome" - created space for the new six-cylinder in-line engine with displacement of precisely 3,246cc and output of 252 kW/343 hp. In spring 2001 the line-up was expanded further to include the open-top variant of the high-performance sports car - the BMW M3 Convertible.
Early 2001 saw the arrival of a replacement for the BMW 3-Series Compact. A new interpretation of the signature BMW twin headlights gave the BMW 3-Series Compact a highly recognisable front end. It was also 53 millimetres longer and wider than its predecessor. All this extra space was used to enhance passenger comfort.
First BMW diesel engine with direct injection
It was clear from the premiere of the fourth model generation that diesel engines would play a more significant role in the BMW 3-Series model range in the years ahead. A BMW diesel engine with direct injection was introduced for the first time, the 100 kW/136 hp four-cylinder unit powering the BMW 320d to a top speed of 207 km/h (129 mph), and impressing with low fuel consumption and remarkable smoothness.
The new petrol engines also had some groundbreaking innovations up their sleeves. The entry-level model was the four-cylinder BMW 318i with 87 kW/118 hp, and it was joined by a trio of six-cylinder variants - the BMW 320i with 110 kW/150 hp, the BMW 323i producing 125 kW/170 hp and the 142 kW/193 hp BMW 328i, which was capable of a 240 km/h (149 mph) top speed.
For model year 2000, BMW rejigged the displacement scale for the six- cylinder in-line engines. Three six-cylinder models would now be available for the BMW 3-Series. Joining the BMW 320i carried over from the previous generation were the BMW 325i and BMW 330i. The new flagship model, in particular, sparked unbridled enthusiasm among fans of sporty mid-size cars. The BMW engine developers had built an engine with hitherto unmatched high-revving characteristics, muscular power delivery, smoothness and efficiency. The straight-six unit generated 170 kW/231 hp from its 2,979cc displacement.
The new six-cylinder diesel engine with 3.0-litre displacement made its BMW 3-Series debut the same year. This powerful unit performed impressively under the bonnet of the BMW 330d thanks to output of 135 kW/184 hp and peak torque of 290 Newton metres (214 lb-ft). Featuring four-valve technology, direct injection, a turbocharger with variable turbine geometry and charge air cooling, its design principle largely mirrored that of the four-cylinder unit in the BMW 320d. There was, however, one key difference: a common- rail injection system took over fuel supply duties from the distributor-type fuel injection pump previously employed. BMW was therefore an early adopter of technology which remains the favoured option today in terms of both power delivery and smooth running.
The sporting yet extraordinarily refined character of BMW's diesel engines transformed the standing of this form of propulsion - and soon led to all-new applications. For example, in 2002 BMW unveiled its first diesel-engined Coupe, the BMW 330Cd. A short time later it was time for the first open-top diesel model to grace the BMW ranks. The BMW 320Cd Convertible led the way in 2004, but didn't have to wait long for the six-cylinder BMW 330Cd Convertible to join it in the line-up.
Back in 2001, BMW engine experts provided further evidence of their talent for innovation by developing technology aimed at enhancing driving dynamics while at the same time optimising fuel economy. Their new VALVETRONIC - fully variable intake valve timing - system for petrol engines was available exclusively for BMW vehicles, and the BMW 316ti Compact was the world's first series-produced vehicle to be fitted with a 1.8-litre engine which worked using this technology. The four-cylinder unit produced 85 kW/115 hp.
BMW had developed VALVETRONIC as an alternative to the first generation of petrol direct injection systems, whose potential for fuel savings could not be exploited to sufficient effect in day-to-day driving. Also described as a throttle-free load control system, VALVETRONIC enabled a reduction in fuel consumption of up to ten per cent, regardless of fuel quality.
Weight-minimised chassis; DSC stability system introduced into the BMW 3-Series
BMW developed a new lightweight chassis and innovative driving stability systems for the fourth generation of the BMW 3-Series model range. Its basic construction and a raft of technical highlights elevated the chassis to a level previously only explored by some luxury cars. Aluminium now accounted for around 20 per cent of the chassis' weight, while the targeted use of high- strength steel in the front and rear axle carriers shaved off a few more kilos.
The ASC+T traction control system was included in the standard specification of the BMW 3-Series once again. A new addition, meanwhile, was Dynamic Stability Control (DSC), which intervened as required to counteract understeer or understeer through dynamically taken corners. Initially available as an option for the BMW 328i, in 2001 it became a standard feature of all BMW 3-Series models.
From 2000 both the Sedan and Touring versions of the BMW 3-Series were offered with the new version of BMW's all-wheel-drive system. This permanent transfer of power to all four wheels was now linked up with the Dynamic Stability Control system.
By the end of 1999 the success of the fourth-generation BMW 3-Series could also be found on record in the statistical data compiled by the Federal Motor Vehicle Office in Flensburg, Germany. The BMW 3-Series ended the year in third place in Germany's registration statistics - a level of success never before achieved by a representative of this market segment. By the time production of the fourth model generation had come to an end, total sales had climbed to a historical peak for the BMW 3-Series of 3,266,885 units.
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