The Next 3 Is Still the One to Beat
By Ken Gross
Date posted: 02-10-2005
BMW's iconic 3 Series represents over half the firm's 1.2-million-unit volume. In sports parlance, it's the franchise. Munich's sportiest, most youthful car is now 30 years old and it's still the world's most imitated sport sedan. Infiniti wants to be the Japanese BMW. So does Mazda. Cadillac's CTS would like some of that cachet, too. Even Mercedes-Benz had to buy AMG to reinvent itself as a maker of sporty four-doors.
So BMW's challenge once again was to improve on a car many drivers think is perfect. The Muncheners raised the competitive bar by improving virtually every measurable indicator. The new BMW 3 Series is perfectly balanced and that compliment is not limited to its admirable 50.6/49.4 weight distribution. The new 3 represents a clever combination of smart styling, mechanical harmony and great driving dynamics.
The New Look
Lately, BMW has been hammered for fussy styling, especially on its flagship 7 Series. The cleanly drawn new 3 Series targets younger, more expressive buyers. External changes have been dialed back, but the look has not been dumbed down. Call this car evolutionary in styling. There's a distinctly wedge-shaped profile, with a clean pair of character lines that smoothly integrate the hood line and grille surround, culminating in a discreet scoop under the twin kidneys. A sharp side crease ends sweetly at the front wheel arches.
More Power
As befitting a BMW, both new engines are highly refined inline sixes with rigid blocks made of a unique magnesium-aluminum composite alloy. The bedplate (lower part of the engine) is magnesium alloy and is similar conceptually to that of the M5's V10. The upper crankcase is magnesium alloy, too, for weight-saving and even more stiffness. An aluminum alloy insert is used to form the cylinders and cooling passages. Hollow camshafts save additional weight. An oil cooler/heat exchanger speeds warm-up and alternatively keeps the oil cool under high-output/high-heat conditions. The 330i has a three-stage variable induction system, an electric cooling pump and a volume-controlled oil pump that only pumps as much oil as needed, saving engine power.
Of keen interest to Bimmer fans is the fact that both the 325i and 330i are now powered by 3.0-liter engines. The only real difference between the two is output. The 325's inline six comes through with 215 horsepower and 185 pound-feet of torque. The 330i is still a much bigger treat, though. Its new engine weighs 22 pounds less than its predecessor. It's also more powerful, more fuel-efficient and more compact. In addition to the usual double VANOS magic, this engine features the Valvetronic continuously variable valve lift seen in the 5 and 7 Series. At 255 hp, it's still not the most powerful engine in its class, but it revs like a demon and delivers a meaty torque curve well matched to its crisp-shifting six-speed manual gearbox.
The redesigned six-speed manual transmission has shortened shift throws, an improved and lighter feel and revised gear spacing for better responsiveness. The gearbox oil never needs changing.
An optional six-speed automatic offers two settings for Normal or Sport shifting. It's 10-percent lighter than its predecessor. An improved torque converter and fewer clutches reduce fuel consumption. The Steptronic mode permits quick manual shifts. BMW's sequential manual gearbox (SMG), with steering wheel-mounted paddle shifters, will be available a few months after launch.
BMW's double-pivot independent front suspension has been adapted for the 3 Series, with a pair of lower arms that complement the car's upgraded MacPherson struts. An all-new five-link rear suspension, featuring many lightweight aluminum pieces, is combined with an all-new, more rigid chassis. Oversized ventilated discs in all four corners and an aluminum steering rack ensure precise handling and braking.
Like a Dream
We drove the 330i on twisty mountain roads near Valencia, Spain, and on a section of the Albacete racetrack. The sporty sedan turns in crisply, helped by its beautifully weighted steering and precise on-center feel. Even without the optional active steering, the new 3 carves corners with aplomb. Handling is stable, predictable and flat-out exhilarating. Disconnect the Dynamic Stability Control (DSC) and you can break the rear loose; with DSC, 0-to-60 times are in the low-6-second range.
Time after time, in tight, decreasing-radius turns, we hammered the virtually fade-free, ventilated brakes, then accelerated swiftly. The 3 positively reveled in the challenge. Even better than its predecessors, this car rewards drivers with its eagerness to straighten out the twistiest roads.
There's even a brake-drying feature where pads periodically wipe rotors, without applying the brakes, to ensure they're always ready for swift, sure stops. The 3's brakes even feature separate front and rear wear sensors. The Bavarians have thought of everything.
Larger and More Luxurious
Although the 2006 3 Series rides on a 1.4-inch-longer wheelbase and has a 1.2-inch-wider track than the 2005 model, the weight gain is less than 100 pounds. There's fractionally more shoulder room and headroom in the new model. The passenger compartment is 2.2 cubic feet larger; the trunk is 1.3 cubic feet bigger. There's plenty of room up front and a surprising amount of rear-seat room.
Inside, the new 3 offers a greatly simplified version of the troublesome iDrive system, accessible controls and a primo driving position. Supportive front buckets hold you tight during aggressive cornering. The main instrument binnacle presents BMW's usual combination of large, easy-to-read dials. A companion binnacle alongside houses the optional navigation system if you don't opt for the nav, there's only one raised cowl section. Build and materials quality is beyond reproach.
It's Still the One
Greatness has its price, though, so expect to pay a little more for the 2006 3 Series when it arrives here in May 2005.
Nevertheless, BMW aficionados will feel right at home in this new car, even if that means 99-cent chalupa lunches at Taco Bell to make the payments. Meanwhile, BMW's competitors will realize they haven't aimed high enough...again.
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IDrive Yuck!
http://www.edmunds.com/insideline/do/Drives/FirstDrives/articleId=104670#12
