Tested: 1991 BMW 318i Has a Case of the Wiggles
From the August 1991 issue of Car and Driver.
There are two reasons you buy a BMW. One, for refined performance. Two, for grand looks and image and that little propeller badge on the edge of the hood. We like BMWs that have a lot of One. But the new-for-1991 318i convertible falls short in refinement, and we therefore think its mission is reason number Two.
The 318i convertible is mechanically identical to BMW’s 318is two-door sedan. Both use a 134-hp twin-cam four-cylinder and a five-speed manual transmission (no automatic is available). The convertible is heavier by more than 250 pounds. The extra weight comes from additional chassis bracing and two very thick beams that run along the doorsills for the length of the passenger compartment.
The 318i convertible sells for $29,060, which is nearly $7000 more than the 318is two-door sedan. The soft-top is slower by a second to 60 mph, taking 9.7 seconds. The convertible is also slower in the quarter-mile by most of a second. Still, the soft-top is not a turtle—it will accelerate about as quickly as a Honda Accord.
More 1980s and ’90s 3-Series Content
The 318’s engine performance and drivability are good. The 1.8-liter is enchantingly smooth, and it urges you to rev to the redline for every shift. BMW spaced the five gear ratios perfectly for this kind of maximum driving. The flow of power is uninterrupted from a stop to top speed.
Our test car gripped the road as well as the 318is hardtop we tested last September, but there is a big difference in feel between the hardtop and the convertible. Where the hardtop is tight and crisp turning into a corner, the convertible wiggles and twists. Its rear end seems to send waves of jiggles forward whenever the pavement turns demanding. This trait pops our BMW refinement bubble—we miss the better ride of the hardtop. And this behavior is surprising, because BMW’s new Wackersdorf assembly plant builds the convertibles as convertibles, not as sedans with their roofs hacked off. That approach usually results in a more rigid chassis.
JEFFREY G. RUSSELL|Car and Driver
Wind noise with the top down is acceptably low, and the standard six-speaker stereo is one of the best. With the unpadded top up, though, normal conversation echoes around inside the car.
Like the 318is, the four-cylinder convertible is intended to be an entry-level
BMW. As such, its folding roof is manually operated, and to raise and lower the tight-fitting top you need to stand outside the car. It’s an easy task to lower the top, and when folded the top lies under a slick hard cover. Raising the top, however, is only gratifying if you bought this convertible for reason number Two. The top fabric is color-matched to the car’s paint and draws a lot of stares.
For about $7500 more, you can get the six-cylinder 325i convertible with a power
top. In this price league, that extra convenience is worth it. BMW evidently believes the same, because it plans to sell twice as many power-top six-cylinder convertibles
as it does four-cylinder 318i convertibles.
The image business is hot; we wish refined performance was too.
Specifications
Specifications
1991 BMW 318i
Vehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door convertible
PRICE
Base/As Tested: $29,060/$30,286
ENGINE
DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
Displacement: 110 in3, 1796 cm3
Power: 134 bhp @ 6000 rpm
TRANSMISSION
5-speed manual
DIMENSIONS
Wheelbase: 101.2 in
Length: 170.2 in
Curb Weight: 2910 lb
C/D TEST RESULTS
60 mph: 9.7 sec
1/4-Mile: 17.2 sec @ 81 mph
100 mph: 29.5 sec
Rolling Start, 5–60 mph: 10.9 sec
Top Speed: 119 mph
Braking, 70–0 mph: 192 ft
Roadholding, 300-ft Skidpad: 0.80 g
C/D FUEL ECONOMY
Observed: 25 mpg
EPA FUEL ECONOMY
City: 21 mpg
Source: www.caranddriver.com — article syndicated from the publisher’s feed; all rights remain with the original publisher.