BMW 3 Series E21 (1975-1983): First 3 Series BMW is rare and expensive

It's a sound as addictive as a saxophone solo by Max Greger, refined yet powerful, never intrusive, but always capable of giving you goosebumps: Without a jolt, the 323i accelerates from low revs in fourth gear, encouraging its driver to step it up a notch. The driver engages the clutch, voluntarily doubles the throttle, shifts the precisely guided gearshift lever from fourth to third, presses the right pedal down again, and feels the fabulous inline six-cylinder M60 (later renamed the M20) really get going above 3,000 rpm.

The only thing missing is the optional five-speed sports transmission. Starting in the fall of 1979, a version with the fifth gear as an overdrive gear was also available, which became standard on the six-cylinder models from 1982 onwards – a reminder of the oil crises of the 1970s.

The tightly tuned four-speed 323i, first registered in May 1980, whizzes through the curves of the Kaiserstuhl like football icon Gerd Müller once did, edging past astonished defenders. The throttle is high and by no means treacherous, and the tread on the closely spaced pedals is pure joy. This BMW, with just under 100,000 kilometers on the clock, looks as fresh as if it had been delivered to its first and, until this photo shoot, only owner just yesterday. The owner invested just under 900 German marks in the bulbous leather sports steering wheel and the Recaro sports seats with extendable thigh support, but forgoes power steering. But the high steering forces only reinforce the feeling of sitting in a compact sports car.

When BMW presented the first 3 Series in 1975, designed by Paul Bracq and stylistically based on the E12 5 Series (1972 to 1981), only the four-cylinder versions 316, 318, 320, and 320i with chain-driven overhead camshaft were initially available. They produced between 90 and 125 hp. In 1980, BMW added two more four-cylinder models: the 316 (1.8 liters, 90 hp) and the 318i (105 hp). In 1981, the 315 followed with 75 hp, all with the same engine base.

In terms of chassis technology, the E21 leaves the competition in the dust: A modern MacPherson strut front axle combined with a semi-trailing arm rear axle is a first in this class, where many direct competitors still use a rigid rear axle. Balance is key, which is why the E21 doesn't feel quite as aggressive in steering as its predecessor, the 2002. However, the chassis largely keeps even the roughest bumps away from the occupants, a testament to the meticulous fine-tuning of the engineers.

The press and public were particularly eagerly awaiting the two brand-new six-cylinder versions with timing belt-driven camshafts. They replaced the 320 and 320i in September 1977 and February 1978, respectively. They were two unlikely siblings: in the 320/6, the fuel mixture rushed into the combustion chambers through a Solex twin carburetor, while in the 323i, a Bosch K-Jetronic took over this task. Confusing today, but no problem back then: The inline six-cylinder was initially called the M60, later the M20. BMW also called the four-valve V8s, sold since 1992, the M60 internally.

With a bore-to-stroke ratio of 80 x 76.8 millimeters, the 323i also features a longer stroke (320/6: 80 x 66 millimeters). Despite 21 hp less, the 320/6 responds a bit better to the throttle and seems smoother—along with the over 2,000 Deutschmarks lower price, this is certainly one reason why almost twice as many buyers opt for the carbureted model.

The four-cylinder 320 in our comparison is unaffected by such number games. This variant was only available for two years, and our example from May 1977 still exudes the pioneering spirit of the E21 developers. This begins with the M10 engine, which the legendary BMW designer Alex von Falkenhausen conceived in the early 1960s and which later formed the basis for the successful BMW turbo engine in Formula 1.

The odometer has accumulated just 25,000 kilometers over the past 43 years. This BMW, too, is a first-hand car, delivered to a German customer who used the car in Portugal. The car was skimped on equipment: Besides the ZF three-speed automatic transmission, the original delivery note only lists a lockable glove compartment and a full tank of fuel for export. Easy entry in the front, the tightly padded but comfortable seats with surprisingly good lateral support, the outstanding sense of space, and the fantastic visibility through the large windows were all standard. However, anyone tall and needing to use the back seat should be flexible and not suffer from claustrophobia.

But the best seat here is up front, behind the deep-dish steering wheel, the easy-to-read instruments, and the switches labeled in German that click into place as firmly as the lock on a safe. Below 2,500 rpm, the short-stroke four-cylinder rumbles as if it had two more pots, only to greedily cling to the accelerator as it revs up, erupting into a roar that sends butterflies in your stomach. The ZF three-speed automatic transmission may reduce the driving pleasure in the mountainous Kaiserstuhl, but not its flexibility.

The suspension is noticeably softer than in the 323i, and coasting at a good 90 km/h on country roads is its domain. The steering, which is also servo-less, feels lighter than in the more powerful 323i and, as in the 323i, shows hardly any play around the center position. The suspension comfort seems better than in many new cars.

It's no wonder that the E21 series became an unprecedented success for BMW. With 1,364,039 units produced, the E21 was the first BMW to exceed one million units – despite only one body style, the two-door sedan. Furthermore, the Stuttgart-based company Baur built 4,595 hardtop convertibles between 1977 and 1983. The E21 was long considered an insider tip, but good examples are becoming increasingly rare, which is also reflected in the price trend: Good examples of the first 3 Series have become significantly more expensive in recent years .