Almost exactly a year after the introduction of the E36 generation of BMW 3-series sedan came the first of the coupes, the 318is. Although the coupe looks very similar to the sedan, virtually every body panel is different. The cabin is set further back, the boot lid is shorter and the roofline is lower. At the front, the headlights and grille are the same but the coupe’s rear lights are wider.

A 5-speed manual transmission was the only option at time of release but a 4-speed automatic became an option in the second half of 1993.

Powering the 318is is BMW’s M42 four-cylinder engine. This engine powered the previous generation of 318is coupe (E30) which had been introduced just a few years earlier in 1990 and was carried over with just a few changes. The twin camshaft, multi-valve engine displaces 1.8 litres and produces maximum power of 103 kW at 6000 rpm and maximum torque of 175 Nm at 4500 rpm. Premium unleaded fuel is required but fortunately fuel consumption is low for a car of this type.

Changes to the M42 for the E36 include a variable length inlet manifold and knock sensors which the computer uses to selectively alter the ignition timing of any cylinder. Early in 1994 the engine was further upgraded to make it quieter and meet new emission standards with a new version of the Bosch Motronic engine management system, air shrouded injectors, a one-piece ignition coil design and a single poly-ribbed belt to drive all engine accessories.

Front suspension is by MacPherson struts and the rear suspension uses a complex independent trailing arm system (called Z-axle) that was adapted from the low-volume Z1 two-seater. All 318is models come with ‘M Technic’ suspension as standard which entailed lower, firmer springs and matched dampers. A softer suspension package was available as a no cost option.

An anti-lock braking system was a standard feature and operates on ventilated discs at the front and solid discs at the rear which had integrated drums for the handbrake.

Inside, the dash layout is typical BMW with the centre section angled towards the driver. Instrumentation consists of a speedometer and tachometer flanked by coolant temperature and fuel level gauges. Inside the bottom part of the tachometer is an instantaneous fuel consumption gauge that reads in litres per 100 km and inside the speedometer is a small LED display with odometer, trip meter and service indicator.A driver’s footrest compliments the well-spaced pedals but the location of the indicator stalk–on the left-hand side of the steering column–can take a little getting used to for those new to European cars.

From late 1993 an airbag was standard for the driver, and a passenger airbag followed in early 1995. Side airbags were introduced in July 1998 on most models. In crash tests, the E36 is rated as having above average protection for occupants, and poses an average risk to other vehicles in the event of an accident.

Standard seats are basic cloth-trimmed units but the choice for the enthusiast is the optional sports seats which provided much better lateral support and add a few extra adjustments. part-leather, full leather trim and electronic adjustment were expensive options. The front seats simultaneously tilt and slide forward to allow convenient access to the rear seats. The two outside rear seat passengers have centrally anchored 3-point seat belts but the middle passenger has only a lap belt.One interesting feature occurs when a door is opened. The window powers down slightly automatically, then powers back up when the door is closed. This is a feature originally introduced on the 850i which ensures a good seal, important as there are no window frames.

Success at a price

While BMW is generally credited with inventing the compact prestige car segment with the original 3-Series of the ’70s, the concept is in some ways a victim of its success.

The fact that the 3-Series was so attractive to so many people meant that it was an instant hit. But that familiarity and the yuppie clientele that was most attracted to it meant both the car and its buyers soon began to be viewed as parodies of themselves. And most firmly on the receiving end of such derision was the base-model car, which, in some circles, was regarded as the wannabe’s wheels – the 3-Series for those who wanted the image but couldn’t afford the substance.

By the time the E36 3-Series had been launched in Australia, BMW had honed the line-up with the contents of the engine bay as the demarcation line. While the six-cylinder cars like the 325i and the 328i (and to a lesser extent the 320i) were seen as the real deal, the four-cylinder 318i was the “pretender” – the car for the person who had to have a BMW badge even if the expectation fell short of the reality in terms of the driving.

A 325i or 328i do represent one heck of a driver’s car but in the context of a car that is now reaching middle-age (the first E36s arrived here in 1991), the relatively humble 318i is coming back into its own.

For a start, the 318i is not as tragic a conveyance as the snobs would have had you believe. True, its performance is adequate rather than stirring but even the six-cylinder versions are no longer class-leadingly quick these days.

The four-cylinder engine in the 318i is nice to use and live with on a daily basis, although there’s a caveat there, as well. The base-model engine is a single overhead camshaft unit with two valves per cylinder that had possibly been the auxiliary engine on Noah’s ark. It makes 85 kW of power and, while generally inoffensive, it is also pretty bland in both its performance and its character.

If you do want a four-cylinder 3-Series, you’re better off stumping up for a model called the 318is.

That lower-case “s” is important. It denotes the use of a much better engine – a motor that retains the same bottom end as the standard car but makes use of a double overhead camshaft cylinder head with four valves per cylinder.

Power shoots up to 103 kW – a much more useful number – and torque also increases by a decent chunk.

But the “s” engine not only makes the 3-Series faster, it’s also a much more sophisticated engine to use and gives an improved spread of performance for a more relaxed experience. It even sounds refined and high-tech – not terms you would use to describe the single-camshaft engine.

The improved powerplant also makes the automatic transmission much more viable, although it is still just a four-speed unit. The five-speed manual is a better choice for this type of car. The big catch is that the “s” engine is only available in the 318 two-door coupe, a car that looks good but is limited – as is every two-door – by lack of access to the rear seat.

BMW finally bit the bullet and introduced a four-door 318is in 1997 but the whole thing was just about done and dusted by then as the new E46 model was waiting in the wings and arrived in 1998.

Regardless of which version of the 318 you buy, you should be looking at a good level of build quality and materials that will go the distance.

On the safety front, it’s a similar story with both the base-model and the “s” getting a driver’s airbag (from ‘93 onwards) a passenger airbag (’95 onwards) and anti-lock brakes.

Convenience gear?

Air-conditioning and central locking are a given on the base car, with the “s” adding climate control for the air-conditioning, alloy wheels and power windows.

Things to watch for include incomplete service records – a big worry with the 318i because as a prestige car it needs its servicing but as a relatively cheap car (for the past few years anyway) it didn’t always get it.

Make sure everything on the dashboard works, because the first sign of a flickering tachometer needle is also an indication that the dashboard has been damaged by the service-indicator back-up battery leaking acid on to the printed circuit board. And that can be expensive to fix.

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What to pay

There are some good cars out there and the best news is that a 318i can cost as little as $7000 in worthwhile condition. Things go up from there, and the cheapest 318is you’d be tempted by start at closer to $9000. Like the early 318i, it’ll be a high-miler but if the service record is intact, it could be worth a look.

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The competition

For the same type of buyer, we’d suggest the most logical competitor of all, the Mercedes-Benz C-Class. Not as sporty as the BMW, it is nevertheless well built and drives well. Again, the bigger-engined versions are the headline act, leaving the less powerful variants unloved and better value as a result.