As a car lover and seasoned Curbivore, it’s always a treat when I see a “classic” and its modern descendent parked next too each other, making me wonder if it was on purpose. Naturally, I usually will park near an elder relative of my car when the opportunity presents itself and it is convenient to do so. Of course, the time I worked at a BMW dealer made these opportunities more plentiful, and interesting.
There was a time when BMW’s lineup was far simpler, with the logical small-medium-large hierarchy of 3 Series (sedan, wagon, coupe, cabriolet), 5 Series (sedan, wagon), and 7 Series (sedan), along with at least one separate coupe series (6 Series or 8 Series), and maybe a Z Series roadster.
However, with the physical size of cars in general growing and luxury automakers in particular creating totally new bodystyles left and right, BMW has greatly expanded its lineup in recent years, filling gaps one never knew existed.
One such chain reaction has been the 3 Series coupe. Once BMW’s smallest, entry-level coupe, each succeeding generation of 3 Series increased in levels of size and luxury to the point where these levels exceeded those of 5 Series from several generations before. As a result, the 1 Series coupe was introduced to reclaim the compact dimensions, price point, sportier handling, and overall “basic-ness” of 3 Series coupes of yore.
Fitting in with BMW’s seemingly more logical series hierarchy of odd-digit series having 4-doors and even-digit series having 2-doors, the 3 Series coupe and convertible (“cabriolet” to some) became the 4 Series and the 1 Series coupe and convertible became the 2 Series in 2014. Nevertheless, BMW confused us further with the 4 Series Gran Coupe, a 4-door fastback with a hatchback trunk built on the 4 Series’ chassis, and using the 4 Series’ body, which is wider and lower than that of the 3 Series sedan and hatchback bodystyle, known as the GT (Gran Turismo).
The 2 Series has of course spawned additional, largely unrelated variants including the front-wheel drive-based 2 Series Active Tourer (small MPV), and the soon to be released front-wheel drive-based 2 Series Gran Coupe that will compete directly with the Audi A3 and Mercedes CLA. Alright, my mind is spinning enough for the time being, how about you?
At least as far as the current 2 Series coupe and sedan are concerned, they are the present day successors to the smaller 3 Series of yesteryear and historic 2002. With qualities such as rear-wheel drive, available manual transmissions, the most natural steering feel in a non-M BMW since the days of hydraulic steering, the 2 Series is the purest expression of traditional BMW virtues in a current offering.
Obviously, not everything can be the same as it was. Naturally-aspirated inline-6s have given way to turbocharged inline-4s and -6s, for one. While the 1988 325iX is powered by the M20 2.5-liter inline-6 making 168 horsepower and 164 lb-ft torque, the 2016 228i xDrive is powered by the N20 2.0-liter turbo inline-4 making 240 horsepower and 258 lb-torque. The 10.3:1 compression ratio of the 228’s N20 is also superior to the M30‘s 9.7:1, for better power efficiency and fuel efficiency, not to mention zero-60 times of 5 seconds flat versus 8 seconds flat.
Additionally, steering is now electric-assisted, suspensions are more advanced, crash-worthiness is greatly improved, number of airbags have gone from zero to eight, and of course, in-car technology is lightyears ahead of analogue 1988. What hasn’t changed all that significantly, much to even my surprise, is size.
Here is a clear case of how styling can play a sort of optical illusion on us. Riding on a 101.2 inch wheelbase, this 1988 325i stands at 175.6 inches long, 64.8 inches wide, and 54.3 inches tall. By contrast, my 2016 228i has a 105.9 inch wheelbase, and is 174.7 inches long, 69.8 inches wide, and 55.8 inches tall. With all its safety and tech features, weight is naturally up some 400+ pounds, though apart from a width difference of five inches, the 228 isn’t all that bigger in mass. It should also be noted that the 3 Series had already swelled to a width of 69 inches by the time of the E46 in 1998.
What makes this E30 even more special and similar to my F22 is that it’s a 325iX — the first mass-produced BMW with all-wheel drive. Anyone living in the snow belt will know that these days BMW dealers, like dealers of most luxury car brands, only stock all-wheel drive examples of a particular vehicle as long as it’s available. But in the 1980s, all-wheel drive was a rather novel thing. While not as advanced as BMW’s current xDrive, the permanent torque split, viscous coupling-based all-wheel drive of the E30 was a true preview of BMW of the future.
Although the 1988 E30 325iX is the clear choice for BMW purists to the question of which car would you rather own, when it comes to the question of which car would you rather drive daily, the 2016 F22 228i xDrive is a more logical choice for the present-day lifestyle. Sure, the E30 possesses unmistakable classic BMW styling, a more involved driving experience, and a certain feel modern cars are unable to replicate. Yet it also lacks basic modern safety features such as airbags, technological advances in body construction, and sports an interior that is spartan, even by 1988 standards.
When all is said and done, the 2016 2-Series coupe makes for a far better daily driver suited to today’s lifestyle. In today’s day and age, having amenities such as voice-activated navigation with dynamic guidance, bluetooth for phone and audio, front and rear parking sensors, rear-view camera, heated steering wheel the ability to connect with music apps such as Spotify and my 3,000+ songs saved are all nice things that I quite frankly would have a difficult time living without.
With that in mind, these features mean little to me if they’re in a car that lacks the handling prowess of a rear-wheel drive-based European touring car. After all, one can get all of these convenience features in cars costing half the price. So, take all these features out of the 2 Series, and I’d easily choose the E30 325iX Series for its far more involved and “analogue” driving experience. Yet the reality is, the 228i xDrive gives up little in the way of driving dynamics and “BMW feel”. With its far more rigid chassis and modern powertrain, the 2 Series boasts superior performance, decreased NVH, and enhanced comfort for today’s daily driver.
Photographed in Rockland, Massachusetts – March 2018
Related Reading:
2016 BMW 228i xDrive (F22) (My COAL)
To not too
next too each other
That was probably the last generation of the Series 3 that had really clear sight lines backwards and forwards, so a rear view camera wasn’t realy needed. In looks the older car is more a 2 door than a coupe, but none the worse for it.
The E30’s were magnificent automobiles, I’ll forever have fond memories of my ‘90 325iS. And, as far as I’m concerned, they were the last of the real BMW’s. I liked my E36 sedan, mainly because it was an M3, but it was obvious the luxury-over-‘ultimate driving machine’ creep had begun.
Today, the only way I’ll consider a BMW is with two wheels. As far as I’m concerned, you can get the same car from Lexus, with much greater reliability.
BMW stands for Break My Wallet these days. You only lease them now.
The E30 was the BMW I fell in love with in the 80s and I still carry a bit of a torch for it. Back then there was still an essential German-ness about the car in its silky six, its great driving dynamics and its no-nonsense styling both in and out. A German car back then was about substance over form. An E30 with a six and a stick was a really satisfying car to a guy who likes to drive.
The modern 2 is probably everything you say and I would probably enjoy the driving experience but the car’s personality seems a bit blurred. The Germans have gone a little Hollywood – which surely moves more cars.
I liked the old E30 in spite of its yuppie cred and not because of it. In fact I bought my 85 VW GTI because it contained a lot of what I liked about the BMW and pretty much none of what I didn’t. It would be interesting to see if I could also like the new 2 in spite of its image.
Nice. I’d like to see more of these comparisons between the 80s/90s definitive progenitor and its current iteration.
E30 for me, it’s unique and distinctive and pure in a way that no modern BMW is. The mechanical lever on the center console that requires a pedal to operate would be the clincher over an autobox. Let go of the tech, be free!
Check out Brendan’s floormats! They’re cleaner than most people’s dinner plates! 🙂
I love that 325ix and it looks like it has a serious owner to the point of sourcing the later base model 318i steelies and hubcaps to run winter tires on it to boot along with the license plate. It looks to be in great condition for its age as well. Like others, the E30 is pretty much the definitive 3-series for me as well in all of its different form factors, I’m not sure if the reality of driving it today would actually hold up to my rose tinted fantasies that were developed back in the day but they will likely safely remain unexplored. An old roommate of mine had an ’89 325is coupe from new, great car (he traded it for a ’94 Explorer Eddie Bauer, let’s not go there about that…)
And Brendan, as the Old Man Dad in me notices the fastened seatbelt without anyone in the seat, I hope that doesn’t mean you drive your car without it fastened around you and just keep it buckled to avoid the nanny chime/buzzer in proper 1970’s Brougham tribute?
I agree with the general sentiments… the BMW E30 was a great car, perhaps the last ‘real BMW’.
I drove the next gen, and it was much heavier. Quieter, more luxurious–I thought of it as a German T-Bird back in 93.
IMO, definitely the last real BMWs were the 128i/135i. They were uglier than the E30s, but more modern, objectively better, without dulling the passion.
I set my US speed record in my 91 318i, which I bought used in 1993 (which was a 318is sedan with the plainer (and back-breaking) seats), 107mph!
I’d love to have an E30 and someday when I really retire, will track one down as a summer car. I prefer simple and the amount of tech on today’s cars is at times mind boggling.
The next new or nearly new car for me and Mrs. M will likely be a lease so that there is warranty coverage and when the lease is up back it goes to the dealer. I would not want to pay out of pocket for any repairs especially for a BMW. Our second E39 530i sealed that opinion.
Due to the financial stresses that BMW finds itself in currently, the proliferation of variants is currently at its peak and destined to decrease. There will not be a successor to the 3 Series Gran Turisimo.
I don’t know if they’ll decrease, but they’ll certainly gravitate more towards crossovers. BMW has added lots of new models recently, X2, X7, etc, and they show no signs of slowing down.
Sales are up almost 3% over last year, and they’re outselling Mercedes now. I bet we see an X8 and who knows, maybe an X9 before it’s all said and done.
Great to see these two cars together for a compare and contrast! I think the 2 Series is the most “BMW-like” of all the current Bimmers in terms of size, driving dynamics and business-like sporting mission. I wish more of the BMW range still shared those attributes.
When this E30 was sold new, you could still step-up to an E28 5 Series (soon to be replaced by the stunning E34) or the E32 7 Series, which was hailed as one of the best cars in the world for luxury-seeking driving enthusiasts. All models at the time were BMWs in spirit, but with different missions and price points. Today we have a bewildering array of niche vehicles, many of which are anything but sporting (technobarges and pricey CUVs come to mind), though I guess that is just following the market toward driver disengagement. Hard to be the “Ultimate Driving Machine” when fewer and fewer people actually seem interested in driving. The selling strategy seems to be: Connect with the cloud, not with the road. Perhaps it’s time for the “Ultimate Connectivity Device”?
The E30 isn’t a planned obsolescence computer on wheels with zero road feel, I think I know what i’ll take.
It has a lot more road feel than you give it credit for.
The first thing that stood out to me was how small the wheels look on the older BMW compared to the new one.
Looks like I am stuck in a time warp with my 2002 (e46) 325 Ci 5 speed convertible. But it’s fun to drive.
Great piece.
Yeah, I know, I’m supposed to, as an enthusiast, prefer the E30. And I forgot they had a four/all-wheel-drive variant so this is a neat find. But I’ll take the 2-Series every time. It’s easily one of my favourite modern BMWs. It is regularly praised for maintaining that classic BMW feel and for having exceptionally poised handling. I also love the way it looks. Mark my words, the M2 end up being an extremely collectible BMW. Deservedly so.
I hope the 2-Series coupe doesn’t go FWD like the other 1/2-Series variants are/will be. It’s not that I’m completely opposed to a FWD BMW at this end of the market but the current 2-Series is the spiritual successor to legendary BMWs like this E30.
I could see that. After all, the 1M commands insane prices now, just ten years after it debuted.
What is the difference between the 2 series Active Tourer and Grand Tourer, or for that matter with the X1, which unlike the others is available in the US and seems to be selling pretty well here. Does BMW really need to produce all three? They seem pretty damn redundant to me.
As for myself my 2002 325ci convertible died a few months ago at 140K miles. I was fortunate to find a low-mileage 2004 330ci ZHP convertible which is a bit nicer, more powerful but not as much as I thought, feels more “sporty”. I thought the 325ci was bad enough for gas mileage but the ZHP is positively abysmal. Another 325 would have been fine. Oh yeah, they are both automatics, I’m not a hard core enthusiast like most who post here but I do love me my E46 convertibles.
I’d love to have a 2-series convertible but they’re out of my price range right now. Maybe in a few years.
I was just explaining this to my friend (who recently got rid of a 2016 435i xDrive Convertible with M Sport) because it was uncomfortable. It wasn’t until the mid-90s that BMW became a luxury brand. In the 80s and previously, they were more quirky and premium-in-construction, but well-connected, machines, like Saab. The E30 hails from that quirky era.
But weren’t BMW’s considered to be yuppie status-symbol cars in the 80’s, as simple as they were compared to these days?
Oh, definitely. They just weren’t “luxury” cars. An extreme example of that today is Lotus. Their cars are premium, they certainly aren’t affordable for most people, and they’re status symbols. But they are not luxurious.