johna's automotive blog

BMW 3-Series (E36) 1991-1998 Review

2021-03-27T12:00:00+10:00

Early models were criticised for poor quality interior, somewhat improved in later models. Paint quality also improved over time but early models are more likely to suffer from paint issues.

Initially available as 4-door sedan, 2-door coupe introduced 1992, 2-door convertible, and 3-door "Compact" (hatchback) introduced in 1994. Compact models share engines and front suspension but use inferior rear suspension from the earlier E30 model.

M40 engines had a timing belt and require regular replacement, but all other engines have timing chains.

M40 engine suffers from top-end wear and was replaced by the superior M43 engine in 1996.

M50 engines from 1992 and M52 engines had variable valve timing, which can require extra maintenance.

M52 engine can consume oil due to engine wear or PCV system components.

M3 can be equally reliable but parts and maintenance costs are often much more than other models. The S50 engines can also suffer from variable valve timing system issues and rod bearing failure can occur, although not as common place as later "M" engines.

M42 and M44 (318is and 318ti) engines are mostly reliable and maintenance requirements are minimal.

All engines regular cooling system component replacement and chassis requires regular suspension component replacement, such as ball joints and rubber bushes.

Automatic transmissions in 4 cylinder models can be problematic.

Big enthusiast following means there is plenty of help available online, and popularity ensures cheaper aftermarket parts suppliers.

Most models require premium unleaded.

Image credit: OSX, Public domain, via Wikimedia Commons

1998 BMW 318is with DASC For Sale

2020-07-10T12:00:00+10:00

Selling my 1998 BMW 318is, Avus Blue, 5-speed manual, M44 1.9-litre twin-cam engine. Has done 310,000 km. Registration to 29 October 2020.

Limited-edition Sport model which came with a factory M3-style body kit, 16" style 32 wheels, clear indicators, Alcantara/cloth sport seats, black headlining.

Rare "slicktop" non-sunroof model.

Very late-model E36 series so came with four airbags and switchable traction/stability control.

Completely original exterior except that it has been de-badged and has been fitted with M3 lower grille and front spoiler extension. Paint and body are reasonably good, but there is about 20 small dents (presumably from hail), some scratches and one fender has some minor issues. Plenty of small stone chips. No clear coat peel and paintwork is still nice and bright and I get occasional compliments about the car despite the above-mentioned issues.

Mechanical modifications include Downing Atlanta supercharger, Bavarian Motorsport 51mm throttle body, aftermarket closed air filter (will include original DASC K&N open filter too), Remus rear exhaust section, flywheel and clutch from 6-cylinder (M50). Also have a Unichip piggyback computer (came with the car but I have not fitted).

Interior is very clean and tidy and is mostly original except I have added the factory-option armrest, cupholder console from the USA models, subtle boost gauge and factory steering wheel has been modified to be smaller diameter and thicker rimmed and trimmed in leather/perforated leather (hand-made by a company in Germany). Has original C33 radio. I have replaced the analogue clock with a 7-button MID. Headlining was redone by previous owner and is in good condition. Door trim fabric is sagging. Comes with factory mats and a BMW glovebox torch.

Suspension is Bilstein Sport dampers, Eibach front springs and factory M rear springs (will come with Eibach rear springs but they were too low for my driveway). Most of the suspension has been overhauled during my ownership (front: control arms, bushes, rack ends, tie-rod ends, sway bar links; rear: trailing arm bushes, wheel bearings, shock mounts). Brake rotors and pads replaced not long ago.

Tyres are matching Kumhos all round. Fronts have plenty of life, one rear was replaced due to a puncture and has plenty of life, the other rear tyre will need replacing soon.

The only significant faults are the air conditioning doesn't work and the passenger window doesn't work.

Under my ownership the car has been used to commute to work from Blue Mountains outside of peak hours so the last 100,000 km is "country" driving. I use mostly 98 fuel and get 6.9 to 7.2 l/100km consistently.

Serviced every 6-10,000 km and plenty of other work done and new parts fitted. Detailed history available. Has original manuals/books and two keys. Can also include many spare parts for the right buyer.

I have owned for over eight years and love the car but am selling as I have now bought a car more suited to my current needs (4-doors and wagon).

Located in Sydney Blue Mountains, but can bring to Penrith on weekdays.

BMW E36 3 series buyer's guide (Australia)

2020-05-18T12:00:00+10:00

BMW Australia launched the E36 3 series in May 1991. The range initially comprised of the four-door sedan with 1.8-litre four-cylinder engine (318i) and two six-cylinder models - the 320i (2.0-litre) and 325i (2.5-litre). All came with 5-speed manual and had the option of a 4-speed (318i) or 5-speed (320i/325i) automatic transmission.

The 318i used the M40 engine that was carried over from the previous E30 generation 3 series. These engines use a timing belt which needs regular replacement and do suffer from top-end wear.

Six-cylinder models used the new M50 twin-cam 24-valve engine. These engines are very strong and long-lasting and have few common problems. Unlike their M20 predecessor used in the E30, the new engine uses a timing chain. Early M50 engines did not have variable valve timing but there was an update in 1993 where it was added to the intake camshaft. The variable valve timing system (called VANOS) does have some reliability issues relating to the sealing o-rings used that degrade over time.

The early models came with unpainted black plastic bumpers and lower body sections, intended to improve recyclability.

ABS was initially fitted to only the 325i, and airbags were not available until 1992, and then only to the 325i. The 318i and 320i received ABS at the same time. The next year a single airbag was standard across the range.

In 1992 the first of the coupes arrived. The 318is came with a revised version of the M42 engine first seen on the E30 318is. Later it was joined by the 325i coupe.

Coupes had a 50/50 split-folding rear seat (sedans did not have folding rear seats).

The M42 is a twin-cam 16-valve four-cylinder engine. Changes for the E36 included a dual-length intake manifold. These engines have a very good reputation for reliability and use a timing chain.

Through 1994 and 1995 a Sport Option Pack was offered for the coupes. This included an M3-style body kit with rear spoiler, unique fabric, 5-spoke wheels and a limited choice of colours including some not usually offered.

The convertible arrived in 1994 as 325i only. The two-door four-seater had a power-operated soft top with the option of a removable hardtop.

1995 saw the introduction of the 328i sedan, coupe and convertible with new M52 engine, a limited edition "Signature Edition" of the 318i sourced from South Africa, and the Compact - a low-cost 3-door hatchback derivative. A version of the Compact with a fabric sunroof was also offered, known as the Open Air.

The M52 engine was a major update to the M50 engine. It had single VANOS and an aluminium block with a special cylinder wall coating (Nikasil). This coating proved to be problematic and BMW replaced many blocks under warranty. Other reliability issues relate to the PCV system which requires regular renewal, and the VANOS sealing o-rings.

Compact models shared engines and front suspension and layout with other E36 models but the rear suspension was based on the older E30 3 series to save space and cost. The dashboard was unique but did use some parts from both the E36 and E30 models.

There was a facelift of the range for 1996. The front grille and bumpers were changed, but the biggest change was to all engines. A passenger-side airbag became available and the climate control system was changed to a new panel with buttons and digital display replacing the earlier panel with rotary knobs. A new style key with central locking buttons was introduced.

The 318i engine was changed to the M43, which was a big improvement in reliability and the engine required less maintenance as it used a timing chain instead of the M40's timing belt.

The 320i was replaced with the 323i (2.5-litre version of the M52 engine), and the 325i was replaced with the 328i launched the previous year. Six-cylinder models were now fitted with traction control.

The M44 engine replaced the M42 in the 318is coupe. The new engine was 100cc larger and featured changes designed to reduce internal friction. Power and torque were little changed, although peak torque was available at a lower speed.

Through 1996 and 1997 there were some unique 323i sold which were part of BMW's "Individual" special order programme. These came with various combinations of options like unusual body and interior colours, sports seats and unique 5-spoke wheels.

Another model sourced from South Africa was offered in 1997 - a four-door sedan version of the 318is with M44 engine. These came with half-leather sports seats, an outside temperature display, unique 15" wheels and fog lights.

The E46 3 series sedan was introduced in late 1998, but E36 coupes were still sold through 1999, and convertibles and hatchbacks continued on until 2000.

Sports models of the 318is coupe and 318ti Compact were offered from 1998. These included M3 body kits, unique 16" wheels and half-Alcantara sports seats (full leather was optional).

Some late models inherited several E46 safety features including door-mounted side airbags and stability and traction control.

Common problems

Power windows are a common failure. The most common fault is the window regulator mechanism. Replacement parts are available cheap for sedans, but the coupe part is significantly more expensive.

Interiors generally hold up well to age with the exception of door panels which are particularly bad on the coupes. Leather seats do wear with use.

The E36 was the first 3 series to use water-based paints and the earliest models do suffer more from long-term sun exposure. Like most modern cars, paint fade and clear coat peel are not uncommon, and some colours are worse than others.

Mechanically, cooling system maintenance should not be overlooked, and overheating will likely lead to major engine damage that may be uneconomical to repair. Radiators, coolant overflow tanks, water pumps and thermostats are common failure items. Some models also have plastic water pipes that become brittle with age.

Manual gearboxes and automatic transmissions generally hold up well, except for the GM-manufactured automatic transmission fitted to the four-cylinder models.

Many suspension components will wear out over time and require replacement including front control arms and bushings, rear trailing arm bushings, rubber shock and strut mounts, and sway bar links and bushings.

Options to look for

Seats: Sports seats.

Audio: Boot-mounted CD stacker.

Cruise control.

Trip computer.

Wheels: Various styles in either 15" or 16" sizes.

BMW E36 3 Series Brochure

2020-05-12T12:00:00+10:00

BMW E36 3 Series Brochure, no. 5 11 03 38 23 2 1995 VM. Printed in Germany 1996.

BMW E36 M3 Brochure

2020-05-12T12:00:00+10:00

BMW E36 M3 Brochure, no. 5 11 03 37 20 2 1995 VM. Printed in Germany 1995.

Z3 power brings new lease of life (Autocar, UK, 3 July 1996)

2020-05-12T12:00:00+10:00

Article from Autocar (UK) magazine, 3 July 1996

BMW 318is coupe - On sale: now

Every now and then a car comes along that represents more than the sum of its parts. The 1996 BMW 318is is one of them.

There is nothing particularly clever about it. No five-valve-per-cylinder trickery, no adaptive suspension, no aluminium bodywork, just a 16-valve four-cylinder engine in a familiar two-door shape.

There are changes, of course. Not least of which is the new 1.9-litre engine from the Z3 roadster. Increasing the stroke by 2.5mm and the bore by 1mm has increased maximum torque by 4lb ft (to 132lb ft) and reduced the speed at which it is delivered from 4500 to 4300rpm.

The result is an engine that feels more alive for more of the time. Throttle response is considerably quicker and the power band is wider and easier to access. BMW claims the new 318is coupe will reach 62 mph from rest in 10.2sec and crack 132mph flat out. It is also claiming a six per cent reduction in fuel consumption.

But perhaps the biggest change is the way the engine sounds. Unlike the previous coupe or indeed the current Z3, the latest 318is has a deliciously hollow rasp when extended. It isn't quite as characterful as an Alfa's 2.0-liter Twin Spark, but we're talking fractions.

But the new engine is just one part of the equation. It is neither more nor less exceptional than the rest of the car. Unlike the Alfa GTV, it has a ride quality every bit as good as its engine. Just soft enough to cosset, just firm enough to reassure. The ideal accompaniment to its secure rear-wheel-drive handling with buckets of grip, a mostly neutral stance and beautifully accurate steering.

Don't forget the cabin, either, with its four adult-sized seats and its low-slung driving position. Or those clever frameless windows, which drop a few millimetres when the door is opened before sealing Tupperware tight. You can't even grumble about the level of specification, which includes all the must haves such as anti-lock brakes, electric windows, central locking and a driver's airbag (with the notable exception of a stereo) and eshews unnecessary items such as sunroof and imitation wood trim. Then there's the BMW build quality, backed up by a three-year 60,000-mile warranty all wrapped up and delivered for under £20,000.

It is the combination of these individual talents that add up to such an impressive whole. And if I'm beginning to sounds like a BMW salesman, it's entirely unintentional. Hell, it must be the easiest job in the world. Now, where did I put my application form?

Hugo Andreae

For: Superbly balanced combination of style, performance, handling, economy and price
Against: Looks a bit restrained next to the Fiat Coupe and Alfa Romeo GTV
Price: £19,355
0-62mph: 10.2sec*
Top speed: 132mph*
*manufacturer's claims

BMW M50TU Technical Information

2020-05-11T12:00:00+10:00

Reproduced from the BMW TIS.

With the introduction of the 1993 E34 and E36 models, a revised version of the M50 engine is also introduced. The revised four valve, six cylinder engine is designated M50 TU (Technical Update).

The results of the technical revisions are:
· Improved torque curve, particularly in the mid engine speed range
· Lower fuel consumption
· Improved and lower idle speed
· Lower exhaust emissions
· Improved engine response
· Lower engine noise levels

The following design modifications contribute to the improvements made on the new M50 TU engine as compared with the previous M50 engine:
· Introduction of DME M3.3.1 Digital Motor Electronics with knock control.
· Increased compression ratio of 10.5:1.
· Introduction of variable camshaft control (VANOS).
· Reduced valve stem diameters with single valve springs.
· Reduced weight bucket-type tappets and spring plates.
· New pistons and connecting rods.
· Modified crankshaft vibration damper.
· New hot-film mass air flow sensor.
· New idle speed control valve (ZWD-5).

The M50 TU develops 188hp (140kw) at 5900 rpm with maximum torque outputs of 184 lb. ft. (250 Nm) at 4200 rpm (E34) and 181 lb. ft. (245 Nm) at 4200 rpm (E36). Overall internal engine friction and drag torque have been reduced by approximately 15% with the average fuel consumption being reduced by approximately 5%.

Torque/Power Comparison M50 vs. M50 TU

The Bosch Motronic system DME M3.3.1 used on the M50 TU is a further development of the DME M3.3 system used on the M60 engine. See TRI 11 02 92 (2124) for details on the M3.3 system. At this time the CAN (Controller Area Network) bus used on the M60 engine is not used on the DME M3.3.1 system.

The following chart details the most significant improvements over the previous DME M3.1 system used on the M50.

FUNCTION	METHOD OF CONTROL DME M3.1	METHOD OF CONTROL DME M3.3.1
FUEL INJECTION	Up to 6 cylinders sequentially (SEFI- individually sequential fuel injection) Hot-wire mass airflow sensor (HLM)	Up to 6 cylinders (CIFI-cylinder individual fuel injection) Hot-film mass air flow sensor (HFM)
IGNITION	Fault monitoring of primary circuit	Fault monitoring of primary and secondary circuits
KNOCK CONTROL	Not installed	2 knock sensors capable of monitoring all 6 cylinders individually
CAMSHAFT	Inductive sensor	Hall effect sensor
POSITION SENSOR VARIABLE CAMSHAFT CONTROL (VANOS)	Not available	Ability to alter inlet cam timing by 25 degrees

While not presently used in this manner, the software of the Cylinder Individual Fuel Injection (CIFI) system can be programmed for each cylinder on an individual basis, i.e. the duration of injection can differ for the individual cylinders. Presently, the duration of injection is the same for all cylinders.

The knock control system adjusts the ignition timing sufficiently to avoid engine knock and will allow the engine to run satisfactorily (but with reduced power) on fuel of a lower octane rating than the recommended fuel grade. Thus, if the owner accidently gets a tank of lower octane gasoline, the engine will not be damaged.

Variable Camshaft Control (VANOS)

One of the most important design changes introduced on the M50 TU engine is the use of the variable camshaft control system (VANOS). This system improves the engine's mid-range torque output, reduces exhaust emissions, increases throttle response, and improves idle quality by varying the intake valve timing (camshaft position) during operation. VANOS is controlled by the latest Digital Motor Electronics Management System designated DME 3.3.1, depending on engine load, speed and temperature inputs.

Extensive tests were carried out using various intake camshafts and timing intervals to determine the ideal valve spread angles. The spread angles used on the M50 TU are 110° in the retard position and 85° in the advanced position. The intake and exhaust valve lift is 9.0 millimeters.

THEORETICAL VALVE LIFT DIAGRAM - M50 TU/ VANOS

New components incorporated for VANOS include:
· Intake camshaft with helical-cut teeth on the front.
· Timing chain sprocket with internally cut helical teeth.
· Hydro-mechanical camshaft adjusting unit with hydraulic piston and a gear which has helical-cut teeth inside and out. The Hydro-mechanical camshaft adjusting unit is located in a pressure-cast aluminum housing on the cylinder head in front of the intake camshaft.
· Electromagnetic (solenoid) valve.
· Oil pressure connecting line from the rear of the oil filter housing to the electromagnetic (solenoid) valve.
· Actuating and diagnosis electronics in the DME M3.3.1 engine control module.

1 Hydro-Mechanical camshaft adjusting-unit
2 Oil pump
3 Engine control module
4 Oil filter
5 Engine oil pan
6 Electromagnetic (Solenoid) Valve

32,18*28,92

1 Solenoid Valve
2 Control Piston
3 Intake Camshaft
4 Gearwheel with Shaft

Functions of VANOS

The engine control module energizes the solenoid valve which allows engine oil to flow to one of two sides of the piston in the Hydro-mechanical camshaft adjusting unit. The engine oil pressure moves and holds the piston at one of its two mechanical stops. A gear wheel with a shaft rotates inside the hydraulic piston. It converts the piston stroke by way of helical-cut teeth into rotary movement of the camshaft which is relative to the driven sprocket.

The solenoid valve control piston is designed such that when pressure reaches one chamber, the other is at zero pressure (return flow). As soon as the solenoid valve is energized, its armature overcomes the spring force and moves the control piston to the advanced timing position. The coil spring in the solenoid valve ensures that the control piston is returned to the retard position when the valve is de-energized. This also ensures that if the solenoid valve is defective or the actuating system malfunctions, the camshaft is automatically held in or reset to the retarded position since the engine will not start with the camshaft in the advanced setting. The total camshaft travel is 12.5 camshaft degrees (25 crankshaft degrees).

New special tools used to check the VANOS system camshaft adjustment angle are outlined in Service Information Bulletin 04 27 92 (3648).

New lightweight, compact pistons combined with 10.0 mm longer connecting rods reduce oscillating mass and promote smooth running.

The compression ratio is 10.5:1.

For improved noise levels and weight reduction, the M50 TU incorporates a sheet metal (axially decoupled) vibration damper compared to the cast (radially decoupled) M50 damper.

The weight of the hydraulic tappets, upper valve spring retaining plates and valve retainers has been reduced resulting in lower internal friction.

Valve stem diameters have been reduced from 7 mm (M50) to 6 mm (M50 TU) and single valve springs are used to further reduce moving masses.

Technical Data

Design Inline: six-cylinder
Displacement: 2494cc (1 52.2 cu. in.)
Stroke: 75mm (2.953 in.)
Bore: 84mm (3.307 in.)
Max. Power: 188/140 hp/kw
at engine speed: 5900 rpm
Max. torque: E36=245 Nm (181 lb. ft.) E34=250 Nm (184 lb. ft.)
at engine speed: 4200 rpm
Max. permissible engine speed: 6500 rpm ± 40
Compression ratio: 10.5:1
Compression pressure: 10 bar ... 11 bar (minimum) (147 ... 162 psi)
Intake valve diameter: 33mm (1.299 in.)
Exhaust valve diameter: 30.5mm (1.201 in.)
Valve clearance: Self-adjusting, hydraulic
Oil pressure: 4 bar (58.8 psi)
Oil capacity with oil filter: E36-7.0 qts. (6.50 ltr.) E34-6.0 qts. (5.75 ltr.)
Ignition: Direct solid state ignition
Firing order: 1-5-3-6-2-4
Distributor: One ignition coil per cylinder
Spark plugs: Bosch F8LDCR NGK BKR6EK (with dual electrode)
Electrode gap: 0.9mm ± 0.1 mm 0.035 in. (non-adjustable)
CO level: 0.7 ± 0.5% (non-adjustable)
Idle speed: 700 ± 50/min. (non-adjustable)
Fuel injection: DME 3.3.1 with hot-film mass air flow sensor
Recommended fuel: Unleaded gasoline of at least 89 AKI

Various BMW E36 Parts For Sale CHEAP

2020-04-28T12:00:00+10:00

Garage clean out! Parts going cheap. If you see something in the photos you are interested in message me for availability, price or feel free to make an offer.

Note: some parts may have been sold already.

All parts except CD stacker now maximum $5 each. Discounts for bulk.

Various interior parts, switches, electric modules, blower motors, computers, driver and passenger airbags, sedan door seals, boot seals, plastic covers and clips, washer bottle, various engine sensors (M40B18 and M52B25), battery clamps, spare tyre securing parts, interior lights, ash trays, rear speakers, rear view mirror (late model), front and rear bumper shocks, trim panels, pedal rubbers, stalks, boot/fuel door lock actuators, handbrake handles and boots, wheel nuts, tools, some M44 intake parts.

CD stacker is untested and is missing magazine. You are welcome to bring your car and a magazine and test it first and if it works it is $50.

Also not pictured but available are sedan door and boot seals and some coupe rear window seals, relays, a good set of used rear brake pads, and a set of near-new front DBA HD brake rotors that need machining ($5 each).

Parts come from various cars I have parted out: M40 318i, M44 318is, M52 323i.

Happy to post and PayPal is welcome. Collection MAY be available from Penrith during weekday daytime.

Postage from $9 (small items up to 5kg).

Parts might suit 318i, 318is, 318ti, 320i, 323i, 325i, 328i, M3, Z3, sedan, coupe, convertible, wagon and compact hatchback. Wrecking. Dismantling.

Part numbers: 61358359031, 61358353099, 61358366381, 61358353569, 34511164896.

Japanese BMW M44 engine document

2019-09-10T12:00:00+10:00

I found this Japanese document, presumably from BMW, that covers the M44 engine.

I have no idea what 99% of it says, but it may be of interest to M44 fanatics.

German BMW 318is "Class II" Brochure

2019-09-10T12:00:00+10:00

Photos of a German 6-page brochure for the BMW E36 318is Class II. It is undated but refers to the M42 engine so is for pre-facelift models.

My 1995 BMW M3 (E36)

2017-12-15T12:00:00+10:00

Back in 2003 I was shopping for an E36 325i manual coupe and not having much luck finding a good one.

After a while I decided to up my budget and also look at 328i coupes.

Still no luck and then I spotted a 1995 M3 for sale nearby for $45,000 (Australian Dollars) and somehow convinced myself that the budget could be stretched.

I went and saw the car and the guy handed me the keys and sent me off on a test drive on my own. The car looked great, was well cared for and in very good condition. It was black with black leather interior, had a sunroof, and had done about 126,000 km. Being a '95 model it had the 3.0-litre engine, 5-speed manual, and had dual airbags.

Although there was nothing wrong with the car I called the seller up later and said that I was concerned about the higher than average mileage, and said I would have to pass at $45k, but at $35k it would be irresistible. He called me back a few minutes later after speaking to his "accountant" and said he would take $35k!

I had it inspected at a local BMW specialist and then picked it up and it was mine!

M3 ownership was a pretty pleasant experience for the most part. Like all BMW straight-sixes, it sounds great. It also went great and I didn't need an excuse to show off it's performance to any poor passenger.

Although I described it as a supercar to anyone interested (or not), at low engine speeds it was a bit flat, and I could see why people bolted on a supercharger to them.

Throughout my ownership I didn't really have any trouble with it. It had some minor issues like some hesitation at times, and the crash sensor would turn the hazard lights on over bigger bumps, but no significant problems.

I did a few improvements, like replacing some worn out plastic parts and for some reason I added one of those boot lip spoilers. I had the windows tinted. It also got a rather expensive service which I thought was important for a car of this value, rather than servicing myself as i would have usually done. They even dyno'd it at the service.

This was not my first BMW and I was kind of surprised to find that M parts prices were often significantly more than I was used to.

After around ten months, it occurred to me that I wasn't getting the enjoyment out of this car that I usually do with cars. I was worried about it's value so was very careful with it, and I think I also missed not having a car that needed things done to it. These reasons combined with the concern about the expense of maintaining and owning it (insurance was around $1,700 a year) made me put it up for sale.

I advertised it online and in a newspaper with 140,000 km and an asking price of $40,990.

It sold to the first person who looked at it, for close to $40,000, before the advertisement even appeared in the newspaper. So I made a few dollars on it and immediately (same day) bought another E30 318is that happened to be for sale close by. Getting straight into a 4-cylinder E30 after an M3 was interesting: it obviously felt like an older car, but the E30 had a responsiveness that was kind of lacking in the M3.

1998/1999 BMW 318is Sport (Australia)

2017-03-23T12:00:00+10:00

In 1998, near the end of the E36 life, BMW Australia introduced a limited edition version of the 318is called the "Sport".

Being the last of the series, they had stability and traction control and side airbags which were mounted in the doors.

One of the main features of the Sport was the M3 style body kit, including front and rear bumpers, side skirts, and side mouldings. The only obvious difference between M3 and 318is Sport was that the front bumper on the Sport had horizontal bars as opposed to the mesh insert on the M3, and the wheels which were 16" radial styling (style 32) with 225/50 tyres.

Clear indicator lenses were also fitted. Sport models were available in a limited range of colours, including some not available before. There were two shades of black, a silver, Avus Blue and, probably the rarest colour, Sierra Red.

Inside, Sport models had half cloth/half suede leather sports seats available in two colours - red or blue. The rear seats were fitted with head restraints. Black headlining and pillar trim was used, instead of the usual grey.

Mechanically there were no changes over the regular 318is.

I have seen some Sport models with additional options like full black leather, rear spoiler, and different console trim. Also, despite the mention of the M Sports steering wheel in the brochure for this model, my own 1998 Sport came with the regular 3-spoke steering wheel.

In 1998 the Sport models were $2,000 more than the regular 318is, with the manual Sport priced at $58,950 and automatic at $60,650. The Sport was available through 1998 and 1999.

Below is a six-page brochure produced by BMW Australia for the Sport.

UPDATE 18 May 2020

I've also seen this brochure referring to the 318is Motorsport which looks the same as the Sport but four-door. Not sure if this is an Australian brochure or not - it is possibly New Zealand. I would like to see a copy if anyone can help.

1998/1999 BMW 318is Sport (Australia)

2017-03-23T12:00:00+10:00

(De)Evolution of the BMW 3 series ventilation and heating systems

2016-01-29T12:00:00+10:00

I have a strong disliking of the climate control system in my BMW E36, but in my previous E30, the controls for ventilation, heating and air conditioning were near perfect.

Let's look at the E30 system. There are controls for fan speed, temperature, air conditioning, recirculating mode, and individual controls to vary the flow to the windscreen, face level, and feet.

With the fan off, you could still have natural airflow if any of the position controls were open, and recirculating mode was not on.

You could vary the flow of air to any level, however you liked.

Now let's look at the digital climate control system fitted to late model E36s.

It has dual temperature controls. Sure it's nice to have the system automatically maintain the temperature but I've never been a fan of dual systems. Most of the time I find myself setting both temperature settings the same, so it's just two controls to adjust each time. Also, in every E36 I've owned the solenoids that manage the coolant flow for this function have failed.

Then there's a fan speed control. Again, it's nice there's an automatic mode that adjusts the fan speed to maintain the temperature. But there is no way of having natural airflow. It's either fan and airflow on or off altogether.

There's buttons to enable airflow to the windscreen, face level, or feet level, including an automatic mode (which I'm not sure what it does - presumably make all levels of the car the same temperature. You can't have a little flow to one area, and a lot to another like you could on the E30.

The E36 system does have a handy demist setting for the front windscreen. But what about the rear window? On the E30 you could switch on the rear window demister independently of the ventilation system. On the E36 you cannot have the rear window demister on without the ventilation fan on. Why?

One of the worst parts of the E36 system is the separate control for heat to the face level vents. I recall when the E30 was introduced, some journalists criticised it because you couldn't have different temperature settings for face and feet. So on the E36 we now have a separate control for the face level vents to set it for hot and cold.

Even though I've owned several E36s over quite a few years I am still unsure how to control this. Does it still blow hot air to the face if I have the climate control set to a low temperature but the face level vent set to heat? If I have the face level set to cold but the climate control set to hot what temperature do I get? It seems such a pointless system.

The E30 system was reliable except for the fan motor resistor pack which failed due to loose rivets or a dirty switch contact. The E36 system has the common problem with the coolant solenoids that I mentioned, plus the electronic control module itself is prone to problems with capacitors.

Sometimes the simpler the system is, the better it is. I miss my E30.

Bypassing the BMW E36 passenger seat occupancy sensor

2015-07-22T12:00:00+10:00

The airbag warning lights on both of my BMW 318is's have been on for some time now and, because I now have my 4-door 1997 model up for sale, I thought it was time I did something about it.

I had previously read the fault codes for both cars and the problem was the same for each: passenger seat occupancy sensor fault.

The correct fix for this problem is to replace the seat sensor mat inside the passenger seat, but that didn't sound too easy to me.

However, there is plenty of information available online for various BMW models on how to bypass the sensor.

There seems to be quite a few ways of doing this, using combinations of various resistors, diodes and capacitors, some in series, some in parallel. I settled on one that seemed to be the most popular and got a few Dollars worth of parts from the local electronics store.

For each car I purchased two 100 ohm 0.25 watt resistors and one 1N4007 diode.

I removed the little electronic box that is clipped into and located underneath the passenger seat (turn it until it comes out) and unplugged the two connectors.

I pried open the box and used a soldering iron to remove the plug with the blue and white wire, noting which way the wires were located.

I soldered a resistor to each end of the diode (doesn't matter which way around resistors go).

I then soldered the resistor connected to the end of the diode with the stripe to where the blue wire was connected, and the other end to where the white wire was connected.

I used some heatshrink tubing (electrical tape would do) to prevent any exposed electrical parts (such as the resistor and diode leads and the plug I removed) from touching anything else and put it back together.

Unfortunately the airbag light won't go off until it has been reset. Fortunately I have the BMW software and a cable purchased off eBay that enabled me to do this. Now my airbag light is off finally!

What does bypassing the sensor in this way actually do? It basically fools the system into believing a passenger is in the seat. This means that even if there is no passenger the passenger airbag will still go off. This might seem a bit of a waste of an airbag but if I have an accident that involves the airbags being deployed I'm sure it will be the least of my worries.

johna's automotive blog

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