Used buying guide: which BMW 3 Series should you buy?

Celebrating 40 years of the 3 Series 

From 2005, we have the E90, where the 3 Series got bigger but not prettier. In practical terms, you could actually get adults comfortably in the back and a tonne of luggage in the bigger, better boot. The 3 Series could now get you a lot further – 60mpg-plus – for less, with a £20 road fund at the time in 320d Efficient Dynamics spec. It was still quick, so a proper 3 Series. Indeed, for those who still wanted really big petrol sixes, the 335i arrived with twin turbos and 300bhp. Golly. Why would you want an M3, then? Well, maybe because it now had a thumping V8 under the bonnet.

And finally, the 3 Series has become the 5 Series, in size if not quite in nature, with the outgoing model. This is also a significant car for BMW fan boys as the model code went up the alphabet to become the F30 in 2012. Born into the diesel era, the 320d in Efficient Dynamics spec could get close to 70mpg. Modern-era BMW model designation means a 328i is a turbo four, but still really quick and 40mpg-plus economical. In the E30 era, a 325iX had four-wheel drive, which officially returned with the xDrive. There are even hybrids. The 3 Series has done the seemingly impossible and remained relevant and desirable – and not just as a brand-new buy. As each generation arrives, the older models become even more cherished.

E21 (1975-1982):

Rust has killed off most of these. Even ones that don’t look rusty will still have it. Unless restored, the suspension will be shot, and a blowing engine and shonky gearbox are the least of your worries. Everyone wants a 323i – a tidy manual can still be had for £8495 – but really any E21 that isn’t rusty is a bonus. Autos are better than you would expect. The 316 isn’t special but it is sweet and simple enough.

E30 (1983-1992):

The big issue on any car from the 1980s is always going to be rot and these can be rotters just about everywhere. What you don’t want are oil leaks or signs of overheating, which could warp the head and blowa gasket. Buy any six-pot: they are all great, from the 320i to the short-lived 323i and onto the 325i. Prices are very much on the up but a 1991 325i Sport is still a bright red reality at £11,750, which seems a bargain.

E36 (1992-1999):

These can seem to be rather shabby and a bit neglected and, of course, there may well be rust. Timing chains were standard from 1994 but that doesn’t mean you are safe from disaster because the tensioner can fail. The main reason to shop for an E36 is that the M3 versions are still real-world money. Without trying too hard, find yourself the relatively rare four-door with the exciting engine and feel like you are winning by paying just £9995.

E46 (1999-2006):

Most buyers were plumping for diesel at this stage and actually the 320d in particular had a lot of problems. The turbos could fail and the bearings could wear prematurely. It’s not immune to rust and the front wings seem to rot first. We’d go for the 330i as the alt-M3 rocket. In the practical Touring format, a 330i Sport from 2002 with 99,000 miles and every option box ticked is £4995.

E90 (2005–2011):

Modern BMW, modern problems, such as blocked DPF filters, which are increasingly common, so always be on guard for a blowing diesel turbo. The timing chain can fail if the servicing has been even slightly overlooked. Interestingly, the original 17in and 19in alloy wheels have been prone to cracking on run-flats, although they should have been replaced by now. Avoid the problems and get an automatic 2010 325i convertible with 60,000 miles for £10,500.