|
|
|
|
Alpina's C1, the Ultimate E21. |
Group 5 racing 320 turbo. |
|
|
|
|
Twin tail pipe 323i with non-standard BBS alloys. |
US spec E21 had larger bumpers |
The Unix Nerd's Domain
The BMW E21 Three Series
Background
The E21 was the 1975 successor to the 2002 and as such had a tough sporting image to live up to. Problem was that the E21 was bigger, heavier and all models until the euro 323i produced less power than the 2002tii's 130bhp. The car was not well received especially in the US, perhaps if they had the lighter and more powerful euro models they wouldn't have complained so much. US E21's had hideous and heavy federal bumpers.
Still the E21 was a good car in it's own right. It was quieter and easier to live with than the 2002 and boasted far better heating and ventilation. E21s always had a reputation for being a bit tail happy with trailing throttle oversteer, owners just thought that gave the car character.
Models
The E21 was only available in two door form from the factory although Baur made a T-bar convertible later on. Some US companies also made full convertibles, these are very rare.
The first BMW I ever rode in was a mate's '77 320, great car. Alas it was killed in action by a Ford driver. The Bimmer suffered surprisingly minor frontal damage from a 20mph impact but the insurance company wrote it off due to its age. You should have seen the state of the Fiesta it hit.....
In 1981 production peaked at 220,000 units per annum, the E21 was very popular in europe and paved the way for the hugely successful E30.
|
|
|
|
Alpina's C1, the Ultimate E21. |
Group 5 racing 320 turbo. |
|
|
|
|
Twin tail pipe 323i with non-standard BBS alloys. |
US spec E21 had larger bumpers |
Engines
Europe saw a large number of engine choices from 1.6 litre four cylinder to the new M20 six cylinder units in 2.0 or 2.3 form. Many euro models had carbs but Jetronic-K injection was to be found on the more expensive examples, in those days the "i" at the end of the name mattered!
US cars started as two litre injection 320i's but were reduced to a 1.8 (still called a 320i though!) in 1979 to meet pollution legislation. US emissions regulations hit this model fairly hard. The 320i in the US had a power to weight ratio around 20% lower than its euro equivalent.
| Model | Body styles | Engine | Produced between |
Weight (kg) |
Power / Weight (bhp / 1000kg) |
Final drive ratio | Brakes |
| 315 | 2 door | M10 | 80-83 | 1020? | 73 | 4.10 | Disc / Drum |
| 316 (later a 1.8) | 2 door | M10 | 75-83 | 1036 | 87 | 4.10 | Disc / Drum |
| 318 | 2 door | M10 | 75-80 | 1040 | 94 | 3.91 | Disc / Drum |
| 318i | 2 door | M10 | 79-83 | 1040 | 97 | 3.64 | Disc / Drum |
| 320/4 | 2 door | M10 | 75-79 | 1036 | 105 | 3.91 | Disc / Drum |
| 320i/4 | 2 door | M10 | 75-78 | 1090 | 116 | 3.64 | Disc / Drum |
| 320/6 | 2 door | M20 | 77-82 | 1090 | 112 | 3.64 | Disc / Drum |
| 323i | 2 door | M20 | 77-82 | 1190 | 120 | 3.45 | Disc / Disc |
See the engine details page for power figures. US power figures for this car were much lower than euro and the cars were heavier too. In addition most models were never available in the US and those that were exported often had horrid anti-pollution systems.
Known Problems
The four cylinder engines suffer from valve tick if badly adjusted.
Hand brakes can seize on if left for a long time.
It's quite easy for the carburettor models to develop flat spots if tuned badly
Ensure cam belts on the M20 engines are changed every 50,000 miles.
Early M20 engines can suffer snapped head bolts. Be sure you have the newer style bolt with a Torx head.
Overheating may be a sign of a broken cooling fan clutch.
Watch for rust around the inner rear wheel arches and inside the front wings (fenders).
A wobbly front end or vibration when braking end could be worn bushings, E21s are known for this.
