BMW 318ti - First Test

First TestMultiniche aspirations. That's what BMW has for its new 318ti. Known as the Compact in Europe, the latest variation to be spun from the prolific 3-Series platform is being groomed to play several roles in the U.S. market. As the first BMW sold here since 1991 to list under $20,000, this sprightly hatchback should possess legitimate appeal to younger, first-time Bimmer buyers. But the firm also believes it has distinct reconquest capabilities and will lure some of the people who'd been priced out of the BMW market during the past decade back into the fold. Filling out the mission statement wish list: reaching current well-heeled marque owners in search of a stylish little backup urbo-runner, and empty nesters yearning for comfort and flexibility in a size-efficient package.

Stickering at $19,900, the base model of the 318ti is "affordable" in a typically Teutonic fashion: Not cheap, but you get what you pay for. It comes with a long list of standards shared with other 3-Series models. Highlighting that roster are power windows, door locks, and mirrors, dual airbags, four-wheel anti-lock disc brakes, air conditioning with microfilter ventilation, rear window washer/wiper, 185/65TR15 all-season tires on 15x6.0-inch stamped steel wheels, and a height-adjustable driver's seat. One feature of particular note is BMW's new Coded Driveaway Protection system. With this sophisticated anti-theft feature, the ignition switch sends a new electronic code to a minireceiver in the key each time the vehicle is started. Any failure of the switch and key codes to match shuts down the car's electrical system.

Buyers willing and able to step beyond mere entry-level goodness can opt for either of two main option groups, each of which adds another $2400 to the tally. The Active package consists of leather interior trim accents, an onboard trip computer, cruise control, a remote keyless entry system, a power sunroof, and 205/60HR15 tires on 15x7.0-inch cast alloy rims. The Sport package, which was fitted to our test car, trades off the computer, sunroof, and cruise control for tauter suspension, fog lights, sport buckets, and different upholstery. Our 318ti also had a power sunroof, a limited-slip differential, and a premium sound system, which brought its bottom line to $25,170, including a $570 destination fee.

As one might expect from its heritage, the 318ti benefits from all of the basic design work that has made the other members of the 3-Series family so endearing. From the front bumper to the A-pillars, it's identical to the coupe and sedan. From there back, the hatch gets its own unique unibody structure and sheetmetal. Although the wheelbase stays at 106.3 inches, the ti's overall length is about eight inches less than that of its kin. Doors slightly longer than those on the notch coupe permit easier access to both front and rear seats. A generous hatch cutout makes loading and unloading the 15.1-cubic-foot cargo bay a breeze, while the standard split-folding rear seatbacks add flexibility and enhance hauling potential.

Inside, there's a strong family resemblance to other 3-Series models, but the ti's dash has its own, more angular styling. What remains common are the highly legible white-on-black analog gauges and overall good ergonomics. The unique Sport-specific buckets have more-aggressive contouring and offer a multiposition thigh support bolster in addition to standard front/rear height adjustment for the lower cushion. These seats do a great job of keeping one comfortably and firmly in place during spirited driving. The rear quarters are relatively spacious, possessing the same legroom and even more headroom than the 318i and allowing two average-size adults to ride in decent comfort.

The ti's powertrain is carried over directly from the 318i/is. Motivating force comes from BMW's free-revving 1.8-liter DOHC 16-valve four, which makes 138 horsepower at 6000 rpm and 129 pound-feet of torque at 4500 rpm. Transmission choices include the standard-issue Getrag five-speed manual gearbox-which was fitted to our test car-or an optional electronically controlled four-speed automatic with Economy, Sport, and Manual modes, for those whose enthusiasm for driving gets tempered by a regular regimen of rush-hour commuting. Opting for the autoshifter exacts about a 10-percent fuel-economy penalty, with EPA city/highway figures dipping from 22/32 to 19/29 mpg.

Regardless of transmission choice, wringing maximum performance from this slick little twin-cammer mandates that one make liberal use of all the available revs. The good news is that it will eagerly zip to the 6250-rpm redline. The bad news is that any sense of enthusiasm is pretty much absent until the tach needle slips past 3000 rpm, necessitating frequent shifting. This situation isn't helped by the fairly wide ratio splits in the lower three gears.

Pressed hard, our 318ti managed a 0-60-mph best of 8.9 seconds and a 16.6-second charge through the quarter mile at 83.9 mph-acceptable, but hardly epic. Although a modest increase in power and torque is due next spring when engine displacement on all 318 models gets bumped to 1.9 liters, off-the-line excitement will likely remain in relatively short supply.

In case you're wondering, the "ti" stands for "Touring International" in BMW historical parlance. And while this newcomer is an adroit cross-country cruiser-save for when the terrain develops a major uphill attitude-backroad blitzkriegs are where the 318ti really shines. Change the venue to twisty two-lanes, and the car suddenly comes alive, displaying an uncanny ability to turn many more-powerful adversaries into decreasing radius dots in its rear-view mirror.

The ti's basic chassis design is a deft blend of present- and past-generation 3-Series. Up front are the same MacPherson struts found on the current platform. In the rear, BMW engineers opted for an updated version of the semi-trailing arm layout used in the previous iteration, which is simpler, lighter, more space efficient, and cheaper than the multilink hardware now found on other 3-Series models. Rounding out the package are gas pressure shocks and front/rear anti-roll bars. All of the underpinnings are subframe mounted to ensure better isolation of the passenger compartment.

A 51/49-percent distribution of its 2734-pound curb weight gives the 318ti excellent balance and encourages flagrant flogging anytime the opportunity presents itself. The tail can be rotated via trailing throttle or trailing brake actions, but the progressive, predictable nature of its response makes this petite BMW a breeze to pitch and catch. Despite the extra degree of firmness in the Sport suspension tuning, ride comfort and compliance remain quite good. The engine-speed-sensitive rack-and-pinion power steering has a delightful feel: light, precise, and delivering excellent feedback. A 0.83g skidpad performance and 64.2-mph scamper through the slalom attest to the 318ti's formidable handling skills.

Stopping power is available in equal measure, the easily modulated disc/disc ABS binders smartly hauling the 318ti from 60-0 mph in 127 feet.

Hardliner alert: In late '95, BMW will introduce a very limited edition 318ti Club Sport, which will offer an even firmer suspension with bigger wheels and tires plus an array of bolt-on aerodynamic devices.

BMW expects the 318ti to account for 6000-10,000 sales here annually, about 15-20 percent of 3-Series total U.S. volume. American buyers have traditionally been rather cool toward premium-level hatchbacks, and one can't help but wonder whether this newcomer will be able to prove an exception to that rule-particularly when well-appointed versions will come within $3000 of a comparably equipped 318is coupe. Regardless of its fate, the new 318ti gets our vote for being a first-rate transport module and major fun to drive.

Second OpinionFrom the first time you open the 318ti's door-as a wave of the intoxicating, distinctive BMW scent sweeps over you-the impression is one of quality. The interior features a reinterpretation of the '83-91 3-Series dash: simple and effective with the same great tactile sensations found in the current 7-Series. Being shorter than the 3-Series coupe hasn't hindered the 318ti's back seat or trunk room-both areas are surprisingly generous. Our test car, packaged with multi-adjustable leather-accented seats and power equipment, certainly didn't feel like a base model. In fact, the 318ti's standard equipment list reads like options for most under-$20K cars.

The small-displacement four-cylinder is a little sluggish off the line, but once the pistons are pounding in high-rpm fervor, the 318ti is quite sprightly. But it's the innate crisp handling and taut steering that makes driving this new model a true pleasure. Its combination of top-notch engineering, numerous standard features, an impressive warranty, and its affordable price make this rear-drive sportster a real value as a refined supercommuter for the upwardly mobile hot-doggers of the '90s. -Jeff Bartlett