Background

The replacement for the classic E30 was introduced in late 1991.It is larger than the E30 and all models except the Compact have the Z-axle rear multi-link suspension developed from the 850CSi. These are good handling cars and all have roughly 50/50 weight distribution.

Models

The saloon appeared first and was followed nearly two years later by the Coupe. Shortly after came a convertible and in late 1995 the Touring was added to the range. Interestingly the E30 Touring was available for some years after the introduction of the E36 but only in Europe.

The Compact was released in 1995 as a three door hatchback. It has a different interior than the other E36 models and uses the E30 rear axle to save space and cost. It also has non-ventilated discs at the front and has a smaller fuel tank.

Vanilla E36 Saloon	E36 318iS Coupe with Sports body pack

Engines

Initially the M40 1.8, M43 1.6 and M20 2.0 and 2.5 litre engines were available. The Coupe was introduced with the 1.8 16 valve M42 engine and got the 1.9 M44 in 1996. The 2.0 and 2.5 were replaced by the 2.5 (323i) and 2.8 M50 in 1995. Turbo diesel models appeared around late 1993, early models didn't have an intercooler as standard and were termed td rather than tds.

* Only 1996 onwards euro 318iS with the M44 engine have the 3.38 rear end. US versions retain the 3.45, lucky them!

If there are several body styles the figures relate to the saloon. Weights are for standard car, add about 40kg for SE models. See the engine details page for power figures.

In the US all 318i models have the 16 valve engine. Not sure if this is true for early E36s though. It is interesting to note the the weight the car has gained over the years has not been matched by more powerfull engines, this is especially true of the 318iS.

Early european models only had ABS as an optional extra. Drivers airbag was standard in the UK in late 1993.

Known Problems

Rear shock mounts often go at 40-60K. This shows up as a rattle when going over pot holes, not expensive to fix.

The timing case profile gasket on M42 engines made before about March 1993 are eaten away by coolant and have a high chance of failing at 30-70K. This results in total coolant loss and it a very serious problem. BMW UK and Australia will fix this under warranty but BMW USA will not. Using BMW approved low phosphate coolant will delay the problem. The cylinder head must be removed to replace the gasket with one of a new improved design. This is an expensive problem. If buying a pre-93 or early 93 318iS or E30 318iS check the gasket has been upgraded (unlikely).

Cylinder head bolts on the M20 2.0 and 2.5 engines are prone to failure. Not overly expensive to remedy. Only bolts from one supplier case the problem so not all cars are affected. New bolts should always be used if the head is removed.

Saloon front electric windows have been a problem on some cars.

Late model saloon door noises have been a problem due to the type of rubber used in the seals. Mainly a problem on the rear doors in 1996 cars.

Hot clutch shudder is common on many newer BMWs, my 318iS has is once or twice a year and my old E30 318iS had it once. When the clutch gets VERY hot it will judder when first or second gear is engaged. This happens in town driving after the car has been drien for a very long time. It is more common in hot coutries and only happens to me in the summer. It can happen regardless of clutch age and is due to a non-asbsestos lining on the clutch plate. It is claimed that BMW dealers have a replacement part to cure the problem but if this is the case why do new cars still do it?