The BMW 3 Series was, for decades, the German automaker’s entry-level model. It’s largely still perceived that way, even if BMW has launched smaller cars (the 2 Series), an armada of small SUVs (X1, X2, X3, and more), and spun off the old 3 Series two-doors into yet another model (the 4 Series). The 3 Series is still the Bavarians’ most versatile and varied car, and it still delivers the kind of performance, handling, and luxury that defined the company to North Americans four decades ago when the name was still new.
It’s been offered in Canada primarily with all-wheel drive (AWD) and with automatic or manual transmissions. These days you’ve got to opt for an M3 to get a manual, but many past models are available with them. All come with precise handling, confidence-inspiring braking, and businesslike luxury built-in.
Most 3 Series models enjoy a good reputation for quality, fuel efficiency, and performance, but they’re also complex vehicles. They’re not cheap to buy, and maintenance costs can be significant.
Owning a 3 Series can be lots of fun, and they still are the most accessible way into the ultimate driving machine, but it’s good to know what you’re getting into. Here, we’ve outlined each of the 3 Series generations (all of which have a complex group of sub-models) along with advice about what to watch out for and what to pay.
BMW 3 Series: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- BMW 3 Series Pros and Cons
- BMW 3 Series Generations
- Seventh Generation (2019-Present)
- Sixth Generation (2012-2019)
- Fifth Generation (2006-2011)
- Fourth Generation (1999-2005)
- Third Generation (1991-2000)
- Second Generation (1983-1991)
- First Generation (1977-1983)
Frequently Asked Questions
Which BMW 3 Series years are the best?
There’s an inverse bell curve to the 3 Series generations regarding reliability. More recent models, from roughly 2014 to 2023, enjoy much better reputations for reliability than models from the 2000s (fourth and fifth-gen versions), while early 3 Series models from the 1970s to the 1990s are simpler vehicles that are also more durable than their 2000s equivalents. Among late-model 3 Series, 2014 to 2018 and 2020 to 2023 models have the highest reliability ratings and the fewest problems.
What are the worst BMW 3 Series years?
Generationally, the worst 3 Series is probably the fifth-generation “E90” model built from 2005 to 2011. It’s bigger, heavier, and less visually distinctive than its immediate predecessor and not as quick as later models. It also has a rotten reliability record, and electrical, engine, transmission, and overall quality woes are fairly common. The final two model years are a little better than the earlier ones, but not much. The preceding fourth-generation “E46” model, built from 1999 to 2004, are also relatively expensive to maintain and repair, but they are generally more reliable overall than what came later.
Is a used BMW 3 Series a good deal?
It can be, but you need to shop around. The inherently good qualities of the 3 Series—performance, style, and luxury—will always cost you more than buying a car for basic transportation. The 3 Series costs more than a Lexus IS or Infiniti G35, partly because of its capability and brand snobbery. Those other vehicles are better deals because they offer similar performance and accommodations at a lower price with better reliability. But there are 3 Series models which are both reliable and satisfying. Just be prepared to pay for them and their upkeep.
BMW 3 Series Pros and Cons
Pros:
- Excellent performance at a somewhat affordable price
- Lots of engine and body style choices in most generations
- Premium image, features, and technology
Cons:
- Tight interiors
- Expensive to buy and own
- Questionable reliability in some years
BMW 3 Series Generations
Seventh Generation (2019-Present)
After debuting globally in late 2018, the seventh-generation 3 Series (“G20”) arrived in North America for the 2020 model year. For the first time since the 1970s original, this 3 Series comes in only one body style, a four-door sedan. BMW still offers a 3 Series wagon in Europe, but the popularity of its SUVs led it to withdraw that body style from North America when this generation debuted. There are four basic sub-models: the entry-level 330i, the plug-in hybrid 330e, M340i, and the high-performance M3 (which also offers an even hotter M3 Competition model).
The 330i is the base model, featuring a 2.0-litre turbocharged four-cylinder engine making 255 horsepower and 294 pound-feet of torque. Though this is the least-powerful 3, it’s still pretty quick and plenty of fun, with zero-to-100 km/h taking 5.6 seconds.
The 330e plug-in hybrid (PHEV), which debuted for 2021, mates a 2.0-litre four-cylinder with an electric motor for 288 horsepower and 310 pound-feet. While it isn’t much faster than the 330i thanks to the extra weight of its battery pack, it uses less fuel, and its electric motor gives it an instant kick of torque. It can also manage up to 35 kilometres of electric range.
Above these are the M340i, which uses BMW’s 48-volt mild-hybrid 3.0-litre “B58” inline-six, delivering 382 horsepower and 369 pound-feet of torque, numbers which were M3 territory not so long ago. It’ll rocket to 100 km/h in 4.3 seconds, which isn’t far off the current M3, and it’s lots of fun to drive. In Canada, each of these models comes with standard all-wheel drive (which BMW labels “xDrive”), and they all use an eight-speed automatic transmission. You’ll have to upgrade to an M3 if you want a manual.
This generation’s M3 debuted in 2021 and uses a hotter version of the 3.0-litre B58 with 473 horsepower and 406 pound-feet of torque, or 503 horses and 479 in M3 Competition form. They’re both very fast, with 4.2 and 3.9-second zero-to-100 times respectively and razor-sharp handling. They ride decently for such specialized machines, too, although the M3 Competition’s sport seats aren’t very comfortable. A notchy, satisfying six-speed manual is the only transmission offered on the M3, but the M3 Competition comes only with an eight-speed automatic. Both are rear-wheel drive.
BMW has steadily updated the current generation 3 Series since its introduction, most notably in 2023, when it got a new infotainment system and a redesigned dashboard to match. The new dash replaces the previous separate digital instrument cluster and infotainment touch screen with a big curved panel display that offers larger, prettier screens for both. It also got new software with a helpful digital assistant. Technology abounds in the 3 Series, including over-the-air software updates, an available head-up display, and standard wireless Apple CarPlay and Android Auto.
Safety technology includes standard forward collision warning with city collision mitigation, but BMW charges extra for its other systems, and you might only find them on some used examples. The optional Driver Assistance Package adds lane-departure warning, active blind-spot detection, front and rear parking sensors, and adaptive cruise control, but supply chain disruptions also mean some cars built in these years don’t have that even if they have the other features.
Otherwise, the 3 Series cabin is much as it has always been: sober, business-like, and luxurious, but a little tight in the back. It’s practical enough for a small family, but it’s a four-seater in most situations. Trunk space is ample in all but the 330e, where the battery pack eats into the cargo area. BMW’s own hatchback 4 Series Gran Coupe (redesigned in 2022) offers more cargo versatility but a tighter back seat.
The seventh-generation 3 Series has a generally good reliability record, though 2019 models have the most bugs. Since most of these are still under warranty or qualify for extended or CPO warranties, paying a little extra for a newer one also offers more added peace of mind, but they aren’t exactly cheap.
You can find clean early 330i models with fewer than 120,000 kilometres for as little as $25,000, but 330i models are much more likely to sell for $30,000 to $40,000 used in very good condition and 330e models average $50,000 to $60,000. M340i models also cost roughly $50,000 to $60,000, in similar condition with low mileages, and M3s even more than that. Despite its higher price, the M340i is probably the best lineup value, packing more equipment than the lower-trims and near M3 performance. Many cosmetic and wheel options are offered, so used examples may also sport some interesting extras.
Sixth Generation (2012-2019)
For the sixth generation of the 3 Series, BMW decided to spin off its two-door coupe and convertible variations into the 4 Series, which formally debuted in 2013. As a result, the previous-generation two-door models continued in 2012 while the sedan and wagon entered this new design, known internally as the F30. In early 2013, a new body style was added, the 3 Series Gran Turismo (GT), which was a capacious and tall five-door hatchback. It was practical, but buyers didn’t like the looks. The GT was dropped after this generation.
BMW used a great many engines in the F30 over the years, but it was most notable for the return of four-cylinder engines and for adding diesel and plug-in hybrid power.
Early on, 320i and 328i models used the turbocharged “N20” four-cylinder engines, with 181 or 241 horsepower, respectively. In 2015, a major update to the 3 Series saw them change over to the newer “B48” four-cylinder. Horsepower changed only slightly on the faster version (to 248) and its name changed to 330i. 2016 saw the debut of the 330e plug-in hybrid, which mated the B48 with an electric motor for 228 horsepower and up to 23 kilometres of electric range.
BMW also offered the 328d, which used a diesel-powered 2.0-litre four with 181 or 188 horsepower but a stout 280 or 300 pound-feet of torque, depending on the year. It could burn as little as 6.8 litres per 100 kilometres combined, making it the most efficient of the F30 models, but all F30s were considerably more fuel-efficient than their immediate E90 predecessors. Most of these diesel and gas four-cylinders could do zero-to-100 in the mid seven-second range.
Six-cylinder-powered F30 3 Series models were known as the 335i and later the 340i. In the early model years, the 335i featured a 3.0-litre turbocharged inline-six (N55) with 300 hp and 300 lb-ft of torque, enough to get to 100 km/h in under five seconds and capable of fuel economy as low as 9.0 L/100 km combined. In 2016, the 335 morphed into the 340i, now powered by the “B58” 3.0-litre inline six that’s still used in the seventh-generation model today. Horsepower increased to 322, with little change in speed or fuel economy.
BMW also built F30 M3 models in these years, starting in 2014. There were three, all powered by the “S55” turbocharged 3.0-litre six-cylinder, with the standard M3 having 425 horsepower, the M3 Competition getting 444, and the low-production lightweight M3 CS having 453. These models continued into 2020, after the rest of this generation were retired. Though not all models could get the manual, this generation of 3 Series was offered with a six-speed manual or an eight-speed automatic transmission. Most models came equipped with standard all-wheel drive (xDrive) in Canada.
Every F30-era 3 Series offered a wide range of safety equipment, including antilock brakes (ABS), front and side curtain airbags, and traction and stability control. More advanced safety equipment arrived as the years went on. The earliest F30s had optional blind-spot detection and lane-departure warning. By the end of the run, they could be equipped with forward collision warnings with emergency automatic braking, a head-up display, and a driver assistance package that included adaptive cruise control, curve-adaptive headlamps, and high-beam assist.
BMW also fitted them with modern infotainment systems, though the iDrive 6.0 in these cars might seem a little dated today. It uses the old scroll wheel controller, and the petite screen sits perched atop the dashboard like the smaller X1 SUV. It’s functional, though.
F30 3 Series models have a better reliability record than the E90 they replaced, but 2012 and 2013 models still get plenty of red ink from outlets like Consumer Reports, so we’d steer clear of the very earliest ones. On the plus side, they’re also more stylish than the E90 and later models can be found with many active-safety features (the best of which, then as now, were optional). This, along with the wide variety of styles and powertrains, makes the F30 a distinctly better buy than its predecessor. It isn’t wildly expensive either, though 340i models and M3s are much more expensive than the four-cylinder versions.
The 2018 models (a few were sold into 2019) are the newest and priciest, but it’s possible to find good four-cylinder 2018 models with well under 120,000 kilometres for anywhere from $19,000 to $26,000. Six-cylinder 340is start around $35,000 in similar shape, but you can find early 335i models from 2013 and 2014 in the $13,000 to $18,000 range.
Fifth Generation (2006-2011)
New for the 2006 model year, the fifth generation of the BMW 3 Series consisted of the E90 Sedan, the E91 Sports Wagon, the E92 Coupe, and the E93 Convertible. It was the last time the 3 Series was offered in a coupe or a convertible body style, as those broke off into a separate model line that became the BMW 4 Series after 2012. This was also the last 3 Series generation to primarily use naturally aspirated engines, whereas later generations are entirely comprised of turbocharged ones.
The E90 was a big departure from the 3 Series vehicles that preceded it. It was longer, wider, and taller than the car it replaced, providing better interior volume and cargo space but sacrificing some enthusiasm and efficiency in the process. It’s still fun to drive, but in general terms, this is enthusiasts’ least favourite 3 Series because of its added size and weight. It was so large that BMW actually developed the smaller 1 and later 2 Series to fill the gap left by its growth.
All but one of the E90 3 Series engines, at least in North America, were inline sixes of 2.5 or 3.0 litres, ranging from 215 (325i) to 306 horsepower (335i), with that last one having a turbo. The only other engines offered were the M3-exclusive “S65” V8, with a roaring 414 horsepower, and the rarely ordered 335d turbodiesel six, with 282 horsepower. While these sixes provided plenty of power and smooth torque, they got mediocre gas mileage. No E90, apart from the 335d, does better than about 10.4 L/100 km combined. The diesel returns 8.6 L/100 km combined.
Transmissions included a six-speed manual or a ZF-sourced six-speed automatic in the rear drive cars. The all-wheel drive (xDrive) versions had a GM-sourced six-speed automatic. Later F90s featured a seven-speed dual-clutch automatic. The only truly major changes throughout the run occurred during a facelift for the 2008 model year, which included cosmetic revisions, along with the shift from 325i and 330i to 328i and 335i, indicating larger engine displacement. The 335d was added in 2009 after gas price spikes left BMW owners frustrated with the E90’s fuel mileage.
Safety equipment was good for the time, but pales in comparison to what’s offered even in base-level 3 Series vehicles today. Expect a number of airbags, dynamic stability control, traction control, park-distance control, rain sensors with automatic headlamp activation, and a tire pressure warning system, but that pretty much rounds out what you’d find in an E90.
Unfortunately, while E90 3 Series models are still fun to drive and luxurious inside, with more room than earlier 3s, they have the worst reliability record of any 3 Series generation. Their values have taken a big hit as a result, with the exception of the V8-only M3.
Virtually all other models can be had for less than $15,000, and it should be possible to find nice, clean, well-kept 325i, 328i, and 330i models for about $10,000 with under 120,000 kilometres. Consumer Reports reliability evaluations of these models are a sea of red “worse” marks, though 2010 and 2011 models are a little better. Inspect carefully and try to obtain service records if possible. E90 Coupes and Convertibles continued into the 2012 model year while the sedan and wagon were redesigned.
Fourth Generation (1999-2005)
New in 1999, the fourth generation of 3 Series was collectively known as the E46 and included a sedan, a coupe, a convertible and a station wagon. Wagons (or “Tourings” as BMW fans call them) had been introduced in Europe on the E30 second-generation model but had never been sold here until the E46. The stubby 3 Series “Compact” hatchback from the previous generation was dropped for the E46, though it did continue in Europe.
1998 and 1999 can be confusing years for this car because the E46 sedan and wagon were introduced in Europe in 1998 and came to North America as 1999 models, but the previous-generation two-door E36 3 Series models continued on into 1999.
Inline six-cylinder engines powered all Canadian E46s, the first time BMW didn’t offer any four-cylinder options. This family included 2.5-litre units from 168 to 184 horsepower (323i and 325i), a 2.8-litre with 193 horsepower (328i), a 3.0-litre unit with 225 horsepower (330i), and the M3’s 3.2-litre, 333-horsepower version. They’re all fun to drive, and stylish too, with round but subtly muscular shapes that have aged very well. The interior is a little basic by today’s standards and the back seat is tight for tall people, but the cabin materials and design are suitably premium for a car of this era. It still feels luxurious.
E46-era 3 Series variants were available in rear-wheel drive and all-wheel drive configurations in the sedan and wagon body styles, for the first time since the 325iX of the early 1990s. The coupe and convertible were rear-wheel drive, as was the M3. Either driveline was available with a manual or an automatic transmission. In 2000, a Steptronic manual mode was added to the automatics. M3s could be had with an unusual “sequential manual gearbox” (SMG) which operated the clutch and transmission electro-hydraulically. In an era when paddle shifters were still new, it was a novel solution, but M3 buyers didn’t love it, and it’s complex to fix if it breaks.
The E46 got a facelift for the sedan and wagon in the 2002 model year and the coupe and convertible in 2004. That included the engine changes detailed above, along with a widescreen navigation display, cosmetic revisions, and bi-Xenon headlamps. The E46 two-door models continued into the 2006 model year while the sedan and wagon were redesigned into the later E90 3 Series for 2005.
E46s aren’t as reliable as the earlier 3 Series models, and they’re a lot more complex, but they are more reliable than the later E90 version and nicer to drive. The key with E46 ownership seems to be regular maintenance, as most fan forums indicate long lives are possible if the cars are regularly maintained and worn parts are replaced quickly. They don’t cost much less to maintain than new models, however, which means big bills if you’re looking for a budget Bimmer. If neglected, suspension, electrical, and engine cooling problems are common, as plastic and rubber parts in the suspension and cooling systems wear out over time.
Now 20 years old, E46 3 Series models are near the bottom of their depreciation curve and M3 models are already collectibles. Convertibles and manuals will cost more, but you can find pretty nice E46 sedans, wagons, and coupes with less than 120,000 kilometres on them for about $10,000 to $13,000. Since fastidious maintenance is key to a good experience, it pays to seek out one with service records included and to have a pre-purchase inspection.
Third Generation (1991-2000)
After the huge success of the 1980s versions, the third generation of the BMW 3 Series (collectively called the E36) was highly anticipated. It did not disappoint. Introduced in Germany in 1990, it did not come across the pond until the 1992 model year, when BMW was struggling with poor exchange rates and high prices. But it soon proved a hit, and it got rave reviews throughout its life, earning a spot on Car and Driver’s “10 Best” list every year it was on sale.
Only coupe and sedan bodies were offered at first, with a convertible added in 1994. As in the prior E30 generation, there were inline four- and six-cylinder engines, all gas-powered. A variety of diesels were offered in Europe but not sold in North America. The 318i, 318is, 318i Convertible, and 318ti all had a 1.8-litre inline four-cylinder engine good for 138 horsepower. 325i, 325iS, and 325i Convertible models from 1992 to 1995 had a 189-horsepower inline-six. After 1995, the six-cylinder cars featured a 2.8-litre inline six with just one more horsepower but considerably more torque.
Unlike its E30 predecessor and E46 successor, BMW never offered the E36 with all-wheel drive. All of these cars had rear-wheel drive, and you could buy every configuration with either a five-speed or later six-speed manual or an automatic. The early automatics were a four-speed sourced from General Motors while the later cars used a five-speed from German supplier ZF.
Though an E36 M3 was offered in Europe from 1992, it wasn’t sold here until 1995, and then only in somewhat watered-down form for the first year with a 240-horsepower 3.0-litre inline six instead of the European version’s 282-horsepower unit. As the original M3 had proved a slow seller in North America, BMW was unconvinced about selling it here again, but after testing the waters in 1995, it upgraded the 1996-1999 M3s to 279 horsepower. Unlike the first-generation model, you could order them as a two-door or a four-door.
Revisions to the car were fairly minor over the years. There were subtle aesthetic changes, and the engines got slightly larger, but there was never really a major facelift during the E36’s run.
The E36 was a reliable car when new, and it still is today. They do require more maintenance and care than a Toyota Corolla, but they make a good classic car that you can still use as a daily driver. Collectors are already buying them and E36 M3s are now worth some real money, but it’s still possible to find pretty nice four or even six-cylinder versions for $9,000 to $11,000. If the values of the E30 are any guide, they won’t stay at that level forever.
Second Generation (1983-1991)
Best known as the E30, this was the longest-running and most famous generation of the 3 Series. In the 1980s, it was exceedingly popular as both an enthusiast and status-conscious choice, and it’s permanently associated with Yuppies and the era of conspicuous consumption. For years after, however, the E30 was a cheap relic of that era. No longer. This is a serious collector car now and even the most basic versions are sought after and fairly valuable in good condition. It’s so popular, in fact, that many enthusiasts have begun importing rarer models from Europe and Japan.
Unlike the earlier E21 3 Series, the E30 came from the factory in several different body styles. A two-door sedan was the first, debuting in 1982, but BMW’s addition of a four-door model in 1983 opened many buyers’ eyes to this model. The cars began coming in late 1983, and they were instantly popular despite the first versions having relatively tepid performance.
From late 1983 to 1986, just two engines were offered. 318i/iS models used a 101-horsepower 1.8-litre four, while 325 and 325e models got a 2.7-litre, 121-horsepower inline six. Many other engines were offered in Europe, but as in the E21 years, they wouldn’t meet U.S. emissions rules and so weren’t imported to North America. In 1987, BMW added a 168-horsepower 2.5-litre inline-six and a convertible body, giving BMW fans the speed and choices they’d wanted all along. Sales boomed. 1988 saw the debut of the homologation-special E30 M3, with a 192-horsepower four-cylinder, though its high price limited sales.
In 1989, BMW dropped the 2.7-litre six and added the 325iX, the company’s first-ever all-wheel drive car. In Europe the company had also released a small station wagon, a project one of its engineers created at home and which it later decided to build, the E30 Touring, which was also offered with the all-wheel drive system. The Touring was not sold here, but many enthusiasts have since imported versions from Europe.
In 1991 and 1992, BMW sales sank as exchange rates drove up the price of the 3 Series and its other models, so it returned four-cylinder models to the lineup in the form of a renewed 318, which also came as a convertible. This new 318i/iS/iC used a twin-cam 1.8-litre four for 134 horsepower. The E30 was lots of fun to drive and luxurious in its day, but modern drivers might find it very basic. Safety equipment? A three-point seatbelt and a collapsible steering column. This was not the era of abundant adaptive safety features. Similarly, “infotainment,” such as it was, included such advanced options as an AM/FM radio and perhaps a cassette player for your Depeche Mode tapes.
This car—more than any other in BMW’s history—cemented the company’s reputation here, and it casts a long shadow over every subsequent 3 Series. You can still buy relatively cheap project cars, but nice E30s are expensive now. The most affordable ones are the oldest and the slowest, the original 318i and the 325e with the emissions-friendly 2.7, but the early 1990s 318i models aren’t far behind. Canadian examples are too few and far between to give accurate price ranges, but expect a wide variety between stock base models and restored collectibles.
First Generation (1977-1983)
It may have introduced the 3 Series name and idea in late 1976, but the original E21 generation has always been trapped in obscurity. It replaced the famous 2002, the captivatingly fun car that helped BMW truly establish a beachhead with American consumers. In 1983 it was replaced by the E30, the most famous 3 Series of all and one of the most iconic vehicles of the 1980s. The E21 has been stuck between them ever since. That’s a shame because it was a great car then and an affordable classic now.
In Europe, the original 3 Series offered many different engines, a situation that continues to this day, but in North America, there was only one, the 320i. While BMW sold many six-cylinder cars in the 1980s, the ones used in the European 320/6 and 323i wouldn’t pass emissions tests here, so the largest engine BMW could use was a 2.0-litre 110-horsepower four. That was actually plenty of power in those days, but this model also got huge impact bumpers per laws in effect at that time, which made it heavier and upset its delicate styling.
That made the 320i considerably less of a performer than the two European six-cylinder versions or the 2002 that preceded it, but it was still lots of fun to drive and more luxurious than the 2002 had been. The E21’s totally analog interior is bog simple by today’s standards, but black plastic and form-fitting seats were cool in 1977. It eventually got such luxuries as a digital clock.
In 1980, even the 2.0-litre wouldn’t pass emissions anymore, so BMW swapped in a 1.8-litre, 101-horsepower four-cylinder but kept the 320i name for marketing purposes. The car was very popular, but BMW enthusiasts were never entirely satisfied with its performance despite its keen handling and good fuel economy. In 1981, a 320iS was introduced, with a beefed-up suspension, spoilers, and Recaro sports seats. It legitimately handled even better, but wasn’t any faster.
All of the cars were rear-wheel drive, and they were available with either a five-speed manual gearbox from Getrag or a three-speed automatic from ZF. BMW sold over 1.3 million of these cars worldwide, but its sales here were modest, though it accounted for almost 1/3rd of BMW sales in the early 1980s.
Today, the E21 is the only classic 3 Series whose values have not skyrocketed. It’s hard to find them in good shape now, and the earliest ones are nearly 50 years old, but they’re still plenty of fun to drive. There were Alpina tuner cars and special-order custom convertible versions of the E21, and both are pricey. Garden-variety 320is, however, are still affordable and fun.
