Supercar in a shot glass
October 4, 2002
Bill McKinnon
BMW's Compact range was once sadly lacking. But as Bill McKinnon reports, the 325 Ti is almost a Mini-Me M3.
Good: The real BMW sports deal at a bargain price. Beautifully smooth, responsive, willing six cylinder engine. Refined automatic. M kit gives the Compact great cornering precision. Direct road/driver connection. Well equipped. Comfortable driver's seat. Clean, efficient dash layout.
Bad: Low-speed ride comfort sacrificed with the M gear. 2.5 lacks the bottom-end grunt of a bigger engine. Driver's seat could be a bit squeezy for some. Firm back seat cushion. Space saver spare, and exterior location.
Verdict: The joy of six.
Stars: 4 stars (out of 5).
BMW's 3 Series Compact hasn't exactly set the world on fire since its launch in the mid-1990s.
Despite being the cheapest ticket to new BMW ownership, the previous E36 model was perceived – correctly – as a poor boys' and gals' version of the 3 Series coupe and sedan. Which goes to prove even badge slaves have their standards.
The current Compact range is also selling in relatively underwhelming numbers. It has been around for almost 12 months now, and is much improved on its predecessor.
It misses out on none of the techno tricks, features or mechanical hardware found in the other 3 Series models, and still comes in at a discount price.
The newest addition to the 2002 Compact line-up is the 325Ti, priced at $63,500 for the five-speed manual, or $66,100 for the five-speed sequential automatic.
This compares with $67,700/$70,300 for the 325i sedan, and $72,400/$75,000 for the 325Ci coupe. One has four doors; the other is much tastier to the eye. Otherwise, the Compact is virtually identical.
Another attraction of the 325Ti is the fact it is the lowest-priced BMW six-cylinder model. BMW's straight sixes – its signature engines – are among the sweetest powerplants in the business.
The 2.5 now runs BMW's double Vanos system, which varies timing on both the inlet and exhaust camshafts. It produces 141kW of power at 6000rpm, and 245Nm of torque at an accessible 3500.
Its in-line configuration, once almost universal among six cylinders, is little used today because its sheer length requires much more space up front than a V6, and it can't easily be faced east-west in a front-drive layout.
The 2.5 is peaches and cream smooth, wonderfully responsive to the pedal and possessed of sparkling top-end performance. It also sounds like a hot six should in the 5500-6500 range, when the Vanos system opens the valves right up.
It launches the 325 swiftly from the lights, due partly to a relatively low first gear ratio in the auto. Though lacking the outright mid-range muscle of its 3.0-litre counterpart, the 2.5 is nevertheless surprisingly tractable for its relatively small capacity.
The zero-100kmh trip in the automatic takes a respectable 8.3 seconds. At 100kmh, the 325ti auto is humming along at only 2000rpm in fifth, where it returns great economy.
BMW's Steptronic five-speed automatic is one of the better adaptive sequential transmissions. It takes a while to get the hang of flicking the lever back to shift down, and forward to shift up but otherwise it moves between ratios with speed and precision.
In go-fast mode on a tight stretch of road, its hold-the-gear-or-shift decisions are more accurate than those of its rivals, which usually struggle to tune in to the driver's style.
That said, the 2.5's eagerness to rev means it delivers its strongest and most enjoyable performance with BMW's lovely manual gearbox attached.
The Compact's rigid body and 50:50 weight distribution are the basis for great handling. Only A-grade purpose built sports tackle can cut it with a BMW 3 Series in terms of dynamic poise, agility and pleasure.
The test car's handling was further enhanced with an optional M Kit, which costs $1956. This buys wide, low-profile Continental rubber – 245/40 rear and 225/45 front – on different pattern 17-inch alloy wheels, lowered and stiffened suspension, toughen-it-up body kit/interior trim and an M steering wheel. You can get the wheel/tyre package alone for $1120.
This chassis requires top-line tyres like these to complement its ability; thus equipped, you will notice a more taut, tactile, responsive character to its dynamics, along with increased grip.
The car's sublime balance means that it just goes around a corner with no sensation of pushing or pulling from either end, or any variation of line. If you want to know what "neutral handling" means, this is it.
Steering is pin-sharp, but meatier and more tactile than some other 3 Series test cars, an impression also accentuated by the Continentals. At high speeds it is a touch overassisted.
The 325 feels solid and firmly planted on rough roads, where the suspension's control over wheel and body movement is impeccable.
The Contis' minimal sidewall depth, plus the lowered M suspension, do little for ride comfort. Around town, the modified 325 was unforgiving and hard.
Compliance improves as speeds rise, but if ride comfort is a priority then the standard 205/55 tyres are probably worth retaining.
Anti-lock brakes – with traction control and individual pressure monitoring – respond strongly and progressively to light pedal pressures. When you want maximum stopping power, they auger straight down into the bitumen.
The 325's interior, done in very light greys, is open, minimalist and functional. Buttons and switches are few and easy to find. Vision is excellent around the car.
The leather-wrapped M wheel, adjustable for height and reach, is a lovely thing to hold. Duplicate audio switches and cruise control are located on either side of the centre pad.
That M sports driver's seat has more levers than the Rooty Hill RSL; once you work out which one's which, you can adjust the cushion length, tilt, height and travel. It's a hip-hugging number, with knee to shoulder bolstering and good lumbar support.
Standard equipment in the 325 includes eight airbags, leather upholstery, automatic airconditioning, trip computer, data dot security and a six-CD stacker.
The new Compact is larger than the previous model; this is particularly noticeable in the back seat and the boot. The back seat's deep cushion may be a bit hard for some, but leg and headroom are generous by hatch standards and a couple of average-sized adults can travel comfortably.
Access is also relatively easy – by the restrictive nature of the breed – with the front seats moving forward sufficiently to leave plenty of room for climbing in and out. The rear windows are hinged and can be opened for ventilation.
The boot floor is long, wide and shallow, with three child-restraint anchors immediately behind the rear seat. The seat back is split 60:40; with either side folded you have a long 1.6m of floor space. The front seats do not have to be pushed forward in this configuration, and the rear seat head restraints can be left in place.
A load cover and 12-volt power socket are provided; the battery lives under the floor, while the space saver spare is carried externally.
The 325Ti Compact, fitted with the M Kit, is the lowest priced example of a genuine BMW sports drive, and excellent value. The 2.5-litre six is a honey; the M treatment lifts its dynamic ability to the highest level.
OK, so you'd rather have an M3. So would I, but the 325Ti Compact, at about half the money, is anything but a poor substitute.
Vital signs
BMW 325Ti Compact
Engine: 2.5-litre 24-valve fuel-injected in-line six-cylinder.
Power: 141kW at 6000rpm (average).
Performance: 0-100kmh in 8.3 seconds (quick by 2.5 auto standards).
Brakes: Discs with ABS (excellent).
Economy: 7-9 litres/100km highway; 10-12 city (excellent).
Price: Recommended retail – $63,900; $66,500 auto. Street price – It's fresh to market, so dealers won't haggle too hard. But you can get $1000 off retail if you try.
Main options: M kit $2400; M wheels/tyres $1120; dynamic stability control $1500; sunroof $2550; metallic paint $1475; BMW navigation system $5700.
Warranty: Two years/unlimited kilometres (below average years).
Residual value: 66 percent after three years (318ti; average).
Safety rating: Four stars out of five (318i sedan; Euro NCAP).
Alternatives:
Alfa Romeo GTV coupe 3.0 – $70,950
Audi S3 1.8 turbo – $67,420
Mercedes C200K Evolution coupe – $62,204
[/QUOT
Last edited:
