With BMW’s New 318ti, Less Is Not Less
Once in a rare and blessed while, along comes a car that is ordained to work the competition like a pickpocket.
BMW’s perky 318ti is such a threat: a hatchback designed as a compact but threatening by its price, performance and appeal to pilfer customers from the mid-size, mid-price market.
Starting at just under $20,000--or a whopping $5,000 less than the least desirable Bimmer--the 318ti is remarkably priced for a car of such blue bloodlines. It’s also the first time a BMW has been ticketed this low since Lilli Marlene traded her 1937 Type 327 for a case of schnapps.
Although lacking the snappy performance and Ritz-Carlton comforts of older and larger members of the family, it scoots along nicely and in close proximity to the pertinent numbers of, say, Toyota’s Celica and Volkswagen’s Golf.
It stands short and sturdy, an ideal size for making movement through clogged commutes a half-pleasant pastime. This little three-door wouldn’t look out of place covered in freckles, and perky mechanicals allow it to motor through life with the eagerness of a puppy going walkies.
Above all, by the deep sheen of its paint, by the high quality of its accessories and aplomb of handling, this is a genuine, uncompromised BMW aimed at keeping a 66-year-old reputation sparkling. It seems obvious that pains greater than childbirth were taken to make sure low price and squished dimensions would be no reason to reduce the product into lowly, lifeless transportation wearing a high-end badge.
What the 318ti creates, of course, is a laudable broadening of the BMW line. Traditionally a company specializing in performance amid luxury for young professionals and the richly entrenched, BMW has shifted its aim to younger buyers who until now presumed $20,000 admitted them only to Toyota, Honda, Ford and Mazda chat rooms.
BMW made a weak wave at that market five years ago with the 318i, a four-cylinder version of the six-cylinder 325i. It looked like a real BMW, it cost almost as much as a real BMW, but was slow, deadpan and the consummate bottom feeder.
It might be off-putting to know that the 318ti uses the same 1.8-liter, 16-valve, 138-horsepower engine as its cousin the Bavarian poseur. But the new car is about 150 pounds lighter than the notchback, and whether talking cars or nose guards, that’s enough weight loss to improve speed and acceleration.
As with any vehicle targeted at those whose income is totally outgoing, the 318ti considers gas stations places to visit once a fortnight. The factory claims 22 miles per gallon around the house and 32 miles per gallon on straight and open roads. We obtained an average of 27.5 miles per gallon on a daily meld of surface streets and clotted freeways.
Similarly, when a customer base pivots on singles bearing post-grad textbooks, or young marrieds whose first-born will be a Sheltie, there’s really no need to build a car with rear room for BarcaLoungers. So space is somewhat limited back there, but the distinct payoff is rear-seat backs that fold forward--although folding flat would have been preferred--and create a carpeted grotto.
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Beauty or beastliness of the 318ti will be squarely in the eye of the beholder. It is either bug cute or pug ugly. A good-looking breakaway unique to BMW, or the front half of a Honda Accord that Dr. Frankenstein has blanket-stitched to the back end of a Civic.
The front is kidney-grilled and unmistakably BMW. The back--considering the styling limitations of all rear-opening cars--has no option but to be bobbed and ducktailed.
Thoughtful lookers may well decide the overall lines are those of a handsome youth. Something like Antonio Banderas in high-tops.
The car’s interior also is unadulterated BMW: borderline stark, but simple and good-looking with attention to purpose before frillies. The switch gear is all manual, black and push-pull because this is, after all, a budget Bimmer.
Yet it’s a familiar interior and there’s warmth in that.
We also applaud BMW for examining traditionally passionless upholstery and daring to do something about it. In the case of our test car, it was bordello scarlet bucket seats (mat fabric with shiny leather inserts) with the crimson splashed from door panels to gear-shift boot in wild contrast to black carpets, console and dashboard.
Parents will loathe the color scheme.
So it should be huge on fraternity row.
Despite the economical concept, BMW hasn’t scrimped on standard equipment. The list includes dual air bags, anti-lock disc brakes, air conditioning, height-adjustable seat belts with tensioners, speed-sensitive steering, and power locks, windows and mirror. An automatic transmission is available. So are packages rounding up the usual suspects: cruise control, a sportier ride, fog lights, sunroof, limited-slip differential, and premium noisemaker with CD player.
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The 318ti--standing for “touring international,” which will never play in Pomona-- represents the bottom rung to the BMW club.
Yet that subordinate position doesn’t make it any less of a driving machine. It’s no Volkswagen GTI in finding freeway speeds, but once there, the car sneaks easily into a high-speed cruise with a healthy surplus of mid-range acceleration. Brakes deliver smooth, superb authority unlike other starter cars, which always seem to use every fraction of their pads for even routine stopping chores.
Although the 318ti is nine inches shorter and a little taller than its 3-Series siblings, it rides the same wheelbase. It also carries their same rack-and-pinion steering, brakes and most suspension parts.
Fortunately, all this duplication extends to ride and handling. Steering is sensitive without being twitchy, and positive without wanting to cling firmly to the last instruction.
The ride? We can’t remember it. Such unawareness is the perfect indication that a chassis and its suspension have found the perfect combination of grip, balance and damping. Although after decades of exposure to front-engined compacts, one might be a mite surprised as power to the 318ti’s rear wheels causes that end to twitch and slither when the hauling gets heavy.
The 318ti shares the quality, performance, handling and personality that make all BMWs desirable.
But it stands alone as one BMW promising to steal far more affections for much less money.
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1996 BMW 318ti
Cost
* Base, $19,900.
* As tested, $25,200. (Standard equipment includes air bags, anti-lock disc brakes, five-speed manual, power steering, windows, mirrors and locks, air conditioning. Optional $2,400 Sports Package with firmer suspension, alloy wheels and larger tires, fog lights, leather and cloth upholstery. Limited-slip differential, $580. Electric sunroof, $1,200. Premium audio $550 and destination and handling, $570.)
Engine
* 1.8 liter, four cylinders, developing 138 horsepower.
Type
* Front-engine, rear-drive, three-door hatchback coupe.
Performance
* 0-60 m.p.h., as tested, with five-speed manual, 9.2 seconds.
* Top speed, electronically limited, 116 m.p.h.
* Fuel consumption, EPA city and highway, 22 and 32 miles per gallon.
Curb Weight
* 2,734 pounds.
1996 BMW 318ti
The Good: Priced any lower, it would be sold on QVC. Small package with much more room for traditional BMW quality and handling. Cute looks.
The Bad: Could use a few ounces more power.
The Ugly: Define cute.
