1991 BMW 318is
Average asking price*: $7,000
Collector status: Buy and hold
550981-1000-0

The BMW E30 3 Series is one of those automotive achievements that transcends metal, glass and rubber into a cultural icon. From its introduction in 1984, it was an instant classic that fit in perfectly as an amulet of affluence. It was the perfect car for the ‘80s, combining performance, comfort, quality and caché into a fun-to-drive status symbol. It’s no surprise that it is somewhat of a cult car today.

To many, its ultimate expression is in the first-generation M3, which in turn is reflected in current values reaching $60K or more. While some say that those prices are being fueled by overhype, it can’t help but float all E30 boats. We don’t have too look too far down the line for second best with the 325is and 318is. Where the M3 was developed with motorsport in mind and in actuality shares very little with the base 3 series, the 325is and 318is are “sport” versions of the E30, in both 6-cylinder (325is) and 4-cylinder (318is) variants. Both had the M3’s stiffer springs, Boge shocks, larger anti-roll bars, BBS wheels, sports seats, and spoilers to differentiate them from their more basic siblings.

The 325is was powered by a 168-hp jewel of a motor, while the 318is used BMW’s new 16-valve 1.8-litre that was, in its day, the world’s most powerful production 4-cylinder (at 134-hp, which seems pedestrian these days). Despite the 325is being more powerful and refined, it is the 318is that might be considered more classic. For a couple of reasons: 1.) in it, there was then and is now an unmistakable summoning of its progenitor, the infectious 2002. Perhaps its the additional 100 kg; perhaps it’s that it’s too refined, but the 325is lacks that quality; 2.) the 325is was produced over five years in relatively large numbers, whereas the 318is was only imported to the US in a single model year, 1991. Worldwide, there were over 26,000 units produced in 1991, with most of that destined for the States. The nature of these fun-to-drive cars, however, invited flogging and abuse, so there has been quite a high attrition rate. That plus time and the actual number left is likely well below 20,000. That’s still not exactly “rare,” but it is roughly the same as the highly coveted M3. In addition, while the E30 M3 was a prized possession from the get-go and most were squirreled away in garages, left mostly unmolested, the fate of the 318is hasn’t been so fortunate. A disproportionate number have fallen into the hands of DIY tuners and can often be seen lowered, stanced, bagged, or slammed, with any number of bolt-on bits, coffee-can exhausts, etc. Returning these furious “whips” to their native state may be cost-prohibitive. Furthermore, much like the 2002, the 318is was positioned to be within reach from its inception, thus a great many more have been delegated to first-car and commuter duty, racking up the kind of miles that can never be recovered through any degree of restoration. In the end, there are very few good examples of the 318is left and the numbers will continue to dwindle. Now “is” the time.