#BMW320i

While I may be guilty of not photographing all — or even most — of the interesting BMWs I find in the car graveyards on my appointed rounds, I’m making an effort to get the complete set of discarded 20th-century 3 Series cars. In fact, once I remember to shoot the next junked E46 I find (which will be easy, as these cars have become plentiful in the yards I frequent), we’ll have the complete junkyard history of the 3 Series from 1977 through 2006.The first-ever 3 Series, the E21, has become something of a junkyard rarity in recent years, but I found this ’77 in Central California back in December.

After a long slog through NAIAS and getting TTAC’s house in order for the new year, I was delighted to see the response to my first big endeavor of the year, my Generation Why piece. But with 174 comments and multiple tangents, I wanted to open up the floor to clarify a few things.

BMW’s debut of the American-spec 320i at this year’s NAIAS may have been big news for the American auto press, but up here in frigid Canuckistan, the 320i is old hat. Roughly a decade ago, BMW launched the $33,900 320i, along with an ad campaign touting its price, which was comparable to a well equipped Honda Accord.

Canadians have long been privy to a stripped down, lease-special BMW in the form of the 320i. Thanks to BMW’s insatiable quest for volume, Americans wi…

Between the old-timey 2002 and the hugely influential E30, there was the E21. Over in Yurp, BMW shoppers could buy 315s and 316s and 323s and I don’t know what all, but here in North America we know the E21 almost exclusively via the good old 320i. The 2002 overlapped E21 production by a couple of years; likewise, BMW showrooms in 1983 held the final examples of the 320i side-by-side with the brand-new E30-platform 318i. Here’s an example of one of those end-times E21s, spotted last week in a Denver self-service wrecking yard.