From the June 1996 issue of Car and Driver.
Forced to choose between BMW’s new 318ti Sport and an Acura Integra GS-R, as was our sticky predicament in the November 1995 issue, we went with the Acura. Just before the close of the last model year, BMW cooked up the limited-edition (only 200 were made) 318ti Club Sport, a version that offered some added goodies that might make the contest even closer.
The folks at BMW who produce the M-cars went to work on the suspension, lowering the whole car, stiffening the springs, and adding handsome 16-inch, five-spoke alloy wheels. Bodywork add-ons include a deeper front spoiler, special side mirrors, and larger side skirts. Inside, leather covers the seat bolsters, and three colorful stripes adorn the shift knob. For 1996, the Club Sport features, minus the mirrors, are included in the 318ti Sports package ($2940).
The 318ti hatchback body style provides an impressive amount of usable room. The supportive front bucket seats can be adjusted fore and aft for height, and for seatback angle. The thigh-support adjustments are much appreciated.
The M-Sport suspension modifications give the Club Sport a significant handling advantage over the Sport model. Lateral grip is up from 0.81 g to 0.85 g (which also tops the GS-R’s 0.82 g). Our Club Sport model lost a tenth of a second to the 51-pound-lighter Sport edition in acceleration through the quarter, which means the Integra will still pull away in a drag race. The 318ti Club Sport trips the lights in 16.5 seconds at 82 mph, the Acura in 15.5 at 92. The ungoverned Integra GS-R reaches a terminal velocity of 134 mph; the governed Bimmer tops out at 116 mph. Even with the new-for-1996, slightly more powerful 1.9-liter engine (that all 318s get), the Integra should still be faster.
But rarely do the figures tell the whole story. Take the Club Sport on some tight, twisty back roads, and you’ll quickly discover that the bottom line of fun is not outright speed. Grace and poise contribute heavily.
Wind out the engine to achieve maximum thrust, and build some speed in a long straight. There’s a tight 90-degree turn looming, but delay your braking. Just before panic sets in, press the binders hard, heel-and-toe appropriately, and smoothly twist the wheel into the turn as you gently release the brakes. Begin squeezing the throttle as you exit. Upshift and do it again.
In no time, you’re addicted. Many cars may be faster, but few reward this type of driving like the Club Sport. The steering is perfectly weighted and unencumbered by front-drive torque steer. Strong brakes inspire confidence. The pedal placement makes heel-and-toeing easy for novices, and the gearbox invites frequent shifting.
Understeer is the dominant mode, but bringing the rear end around in a rear-driver takes little coaxing, which adds to the excitement.
There’s a certain thrill achieved from successfully keeping this car hustling through the back roads. Without a powerful engine to launch the car out of corners, the driver must deliberately act to conserve precious momentum. There are certainly faster cars, but this one makes you feel like a pro at more sensible speeds. This is a trait few cars possess, and it’s well worth the Club Sport’s $3050 price premium.
Specifications
Specifications
1996 BMW 318ti Club Sport
Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 3-door hatchback
PRICE
Base/As Tested: $23,520/$25,850
ENGINE
DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
Displacement: 110 in3, 1796 cm3
Power: 138 hp @ 6000 rpm
Torque: 129 lb-ft @ 4500 rpm
TRANSMISSION
5-speed manual
DIMENSIONS
Wheelbase: 106.3 in
Length: 165.7 in
Curb Weight: 2840 lb
C/D TEST RESULTS
60 mph: 8.5 sec
1/4-Mile: 16.5 sec @ 82 mph
100 mph: 28.2 sec
Rolling Start, 5–60 mph: 9.4 sec
Top Speed (gov ltd): 116 mph
Braking, 70–0 mph: 166 ft
Roadholding, 300-ft Skidpad: 0.85 g
C/D FUEL ECONOMY
Observed: 25 mpg
EPA FUEL ECONOMY
City: 22 mpg
C/D TESTING EXPLAINED