The bread and butter vehicle from the kids in Munich, its new 3-Series, is expanding the brands offering’s both literally and figuratively.
Long a favorite of buyers on both coasts and many markets in between, this sixth generation sedan grows incrementally, with a slightly extended wheelbase and new engine offerings that address rising fuel costs and user needs.
Technologically, it hits all the marks. But are those marks now passé? Hop in with Leftlane as we venture to Monterey, California, for a look at the new 3.
Ch-Ch-Ch-Ch-Changes
The 2012 BMW 3-Series is the latest in a long line that stretches back to its 1975 introduction in Europe. (North American introduction in 1977, when it replaced the venerable 2002). The ensuing years have seen sales of more than 12.5-million vehicles.
The new model is a four-door, five-passenger sedan that features a longer body, a longer wheelbase, and a wider track, although its width remains the same. That the body has grown while at the same time managing to shed 88 lbs is admirable.
The competitors in this field include the recently updated Mercedes-Benz C-Class, the Lexus IS line and the Audi A4 series. Cadillac’s upcoming ATS may or may not fit here as well. The field has never been more fierce.
The model lineup into its sixth generation with four trim levels, a move that represents a big change from before when engine sizes and option packages defined 3s. At the bottom of the food chain is the standard or base model. From there, the 3 can be trimmed out with Modern, Luxury and Sport flavors, which offer varying degrees of style ranging from wheel types to wood trim choices and other interior selections that can assist in modifying the car to the owner’s taste. All trim lines are identifiable by their differing front air intakes and doorsill identification plates. They will probably only be noticed by Roundel heads and few others, but the distinction is there for the first time ever.
An ActiveHybrid3 will debut later in model year 2012. Notice we have not mentioned the M3 lineup. That model will continue to be available in the current platform for the next two years, until 2014.
Initially, the new 3 will be available stateside as the 328i and the 335i. No, the 328 designation doesn’t mean that the car is secreting the 2.8–liter engine; here it is merely nomenclature. In fact, a 328i logo on your trunk lid means that you have a 2.0-liter four-cylinder (N20 in BMW-speak) TwinPower Turbo engine under the hood. As we reported recently, this is the same four-cylinder engine that initially appeared in the 2012 BMW Z4 roadster. In this guise, the N20 makes 240 peak horsepower at 5,000 RPMs. A maximum of 260 lb–ft of torque comes on at 1,250 RPM and stays around up to 4,800 RPM.
Conversely, the 335i sports the N55 in-line six-cylinder engine. Producing 300 horsepower at 5,800 RPM and 300 lb-ft of torque, between 1,200 and 5,000, it is a direct injection engine also using TwinPower turbo technology.
Gone is the naturally-aspirated 3.0-liter inline-six; for the first time ever, North American buyers can’t buy a non-turbo BMW 3-Series.
Confusingly, TwinPower turbo technology does not imply there are two turbochargers on either of these engines. Instead, it highlights techniques employed by BMW that engage a two-stage single turbo with rotational blasts from select cylinders that manage to keep the turbochargers going constantly rather than succumbing to turbo lag. A potent package, the 2.0-liter achieves 0-60 mph in 5.9 seconds with the available eight-speed automatic, while the standard six-speed manual checks in at 5.9-seconds.
The 3.0-liter six-cylinder does the sprint from zero to 60 in 5.4-seconds regardless of transmission. Top speed for both engines is 130 mph, unless you order the Sport line model, which is good to 155 mph.
BMW’s EfficientDynamics technology is all over the place in the new 3. In addition to Auto Start-Stop functions, and Brake Energy Regeneration, a new Driving Dynamics control on the console allowed us to switch from Comfort to Sport, Sport+ and Eco-pro modes that vary operations related to fuel consumption, and suspension settings to firm up or make the ride more comfortable. Sport mode changed from the comfort setting to a more aggressive response from throttle, steering and the dynamic damper controls. Sport+ ups the ante even more and allows you to disengage Dynamic Traction Control. We were perfectly content in Sport mode, although at the end of a long day, Comfort mode filled the bill for us quite nicely.
As for curb weight, the 328i checks in at 3,461 lbs. while the 335i tips the scales at 3,594 lbs. Every 3–Series model will allow hypermiling via the eco-switch located on the center console. Shutting the engine off when it encounters a full stop, it reduces the air condition functions and coaches as well as rewards you for the good behavior of your right foot.
By the numbers, the EPA says that the 328i automatic will be rated at a class-leading 24/36 mpg, while the 335i automatic at the opposite end of the range checks in with 23/33 mpg. Manual transmissions dent fuel economy to the tune of 23/34 and 20/30 mpg for the 328i and 335i, respectively.
Trim and Fit
The looks are evolutionary, rather than revolutionary. Differences not readily apparent individually come right to the fore when models from 2011 and 2012 are parked alongside each other. The side creases are similar to those appearing on the 2011 model, but the most visible new touch starts with the front grille, which features a continuous flow, suggesting the headlamp and the grille are part of the same casting. They aren’t, actually.
The trim also goes upmarket. Now advertising such phrases as “premium ambiance,†and “personal lifestyle preferences,†the 3-Series has scaled upward and now has more in common with the 5-series sedan (including the fact that it approaches the 5-Series in size) than the 3-series of last year, much less the original model that hit these shores in 1977.
Innovations inside include a first–in–segment full color head up display as well as side view/top view images while reversing the car. Blind spot detection also makes an appearance, as does BMW parking assist, which parks the car for you, as seen from other manufacturers. BMW apps is a “premium technology integration†system that is devised exclusively for the iPhone. Enabling Web-radio, Twitter, calendar and Facebook access, it will be available until legislatively outlawed in your community. iDrive is also on board, and is seen on a 6.5 inch screen in cars without navigation or an 8.8-inch screen on loaded-up models.
The Sport model includes lots of high-gloss black accents, bi-color double–spoke 18-inch alloy wheels and black chrome exhaust tips outside, while the inside includes red trim rings and scales as well as contrast stitching on the seats and steering wheel.
If the Sport line is known for its high-gloss black accents, the Luxury model should be known by its abundance of chrome. Shiny bits glow on the front and the rear, while 18-inch light–alloy wheels in a variety of spoke designs add an extra touch of bling to the overall vehicle. Chrome trim pieces inside, along with high-gloss wood panels, lend an air of sophistication.
These others are fine, but the level that really caught our eye was the Modern line. Featuring loads of satin aluminum trim along with a two-tone leather interior, 18–inch turbine–style alloy wheels, and for the truly avant-garde, open-pored, un-finished wood trim really brought the outside elements in, in terms of natural beauty.
Finally, an M-Sport line offers M3-like styling including bodykit pieces, interior trim, and 19–inch alloy wheels.
Movin’ on down the road
Since BMW walks the walk, they rented Laguna Seca Raceway so we could see what they were talking about. Starting out with a manually equipped 328i, we felt at home inside another 3-Series. Shifting through the buttery six-speed, we found an engine that liked to play in the upper reaches of the power band. Slightly loud even with the windows up, the four–banger still managed to make for an engaging ride.
Although an electronic power steering rack and pinion system is standard, we would spend the extra $300 for the available Variable Sports Steering system. Strictly mechanical in operation, it seemingly provided crisper input and feedback especially on quick sections of the track, and later on in the day during normal highway situations.
Testing the 335i really showed a difference between the two engines. As one would expect, the 3.0–liter required a less–aggressive driving style than the smaller engine. Power came on, and continued all the way up from turn five to turn six, where a tap of the big brakes set up the sweeping left-hander that continues to climb the hill, right before the famed Corkscrew blind curve. Putting faith in our abilities and the 335i’s steering, we quickly find ourselves accelerating down the hill toward the Rainey curve.
The wrapper might be bigger and more tweaked than ever, and there’s no shortage of marketing-oriented design, but this latest 3-Series seems to live up to its heritage.
Leftlane’s bottom line
BMW continues its line of impressive road cars that feel at home both on the street and the track. But they realize a large majority of buyers will never push their 3s as much as the company does.
They continue to live up to their mantra as producers of the Ultimate Driving Machine, but BMW realizse many buyers like to be coddled without having to buy a flagship 7-Series.
2012 BMW 328i base price, $35,795.
2012 BMW 335i base price, $43,295.
Words and photos by Mark Elias.
First Drive: 2012 BMW 3-Series [Review]
Reviewed by
Mark Elias on
February 6
.
BMW’s most popular model went under the knife for 2012. We hit the road to see if this expanded and turbocharged lineup is at the top of its game.
The bread and butter vehicle from the kids in Munich, its new 3-Series, is expanding the brands offering’s both literally and figuratively.
Long a favorite of buyers on both coasts and many markets in between, this sixth generation sedan grows incrementally, with a slightly extended wheelbase and new engine offerings that address rising fuel costs and user needs.
Technologically, it hits all the marks. But are those marks now passé? Hop in with Leftlane as we venture to Monterey, California, for a look at the new 3.
Ch-Ch-Ch-Ch-Changes
The 2012 BMW 3-Series is the latest in a long line that stretches back to its 1975 introduction in Europe. (North American introduction in 1977, when it replaced the venerable 2002). The ensuing years have seen sales of more than 12.5-million vehicles.
The new model is a four-door, five-passenger sedan that features a longer body, a longer wheelbase, and a wider track, although its width remains the same. That the body has grown while at the same time managing to shed 88 lbs is admirable.
The competitors in this field include the recently updated Mercedes-Benz C-Class, the Lexus IS line and the Audi A4 series. Cadillac’s upcoming ATS may or may not fit here as well. The field has never been more fierce.
The model lineup into its sixth generation with four trim levels, a move that represents a big change from before when engine sizes and option packages defined 3s. At the bottom of the food chain is the standard or base model. From there, the 3 can be trimmed out with Modern, Luxury and Sport flavors, which offer varying degrees of style ranging from wheel types to wood trim choices and other interior selections that can assist in modifying the car to the owner’s taste. All trim lines are identifiable by their differing front air intakes and doorsill identification plates. They will probably only be noticed by Roundel heads and few others, but the distinction is there for the first time ever.
An ActiveHybrid3 will debut later in model year 2012. Notice we have not mentioned the M3 lineup. That model will continue to be available in the current platform for the next two years, until 2014.
Initially, the new 3 will be available stateside as the 328i and the 335i. No, the 328 designation doesn’t mean that the car is secreting the 2.8–liter engine; here it is merely nomenclature. In fact, a 328i logo on your trunk lid means that you have a 2.0-liter four-cylinder (N20 in BMW-speak) TwinPower Turbo engine under the hood. As we reported recently, this is the same four-cylinder engine that initially appeared in the 2012 BMW Z4 roadster. In this guise, the N20 makes 240 peak horsepower at 5,000 RPMs. A maximum of 260 lb–ft of torque comes on at 1,250 RPM and stays around up to 4,800 RPM.
Conversely, the 335i sports the N55 in-line six-cylinder engine. Producing 300 horsepower at 5,800 RPM and 300 lb-ft of torque, between 1,200 and 5,000, it is a direct injection engine also using TwinPower turbo technology.
Gone is the naturally-aspirated 3.0-liter inline-six; for the first time ever, North American buyers can’t buy a non-turbo BMW 3-Series.
Confusingly, TwinPower turbo technology does not imply there are two turbochargers on either of these engines. Instead, it highlights techniques employed by BMW that engage a two-stage single turbo with rotational blasts from select cylinders that manage to keep the turbochargers going constantly rather than succumbing to turbo lag. A potent package, the 2.0-liter achieves 0-60 mph in 5.9 seconds with the available eight-speed automatic, while the standard six-speed manual checks in at 5.9-seconds.
The 3.0-liter six-cylinder does the sprint from zero to 60 in 5.4-seconds regardless of transmission. Top speed for both engines is 130 mph, unless you order the Sport line model, which is good to 155 mph.
BMW’s EfficientDynamics technology is all over the place in the new 3. In addition to Auto Start-Stop functions, and Brake Energy Regeneration, a new Driving Dynamics control on the console allowed us to switch from Comfort to Sport, Sport+ and Eco-pro modes that vary operations related to fuel consumption, and suspension settings to firm up or make the ride more comfortable. Sport mode changed from the comfort setting to a more aggressive response from throttle, steering and the dynamic damper controls. Sport+ ups the ante even more and allows you to disengage Dynamic Traction Control. We were perfectly content in Sport mode, although at the end of a long day, Comfort mode filled the bill for us quite nicely.
As for curb weight, the 328i checks in at 3,461 lbs. while the 335i tips the scales at 3,594 lbs. Every 3–Series model will allow hypermiling via the eco-switch located on the center console. Shutting the engine off when it encounters a full stop, it reduces the air condition functions and coaches as well as rewards you for the good behavior of your right foot.
By the numbers, the EPA says that the 328i automatic will be rated at a class-leading 24/36 mpg, while the 335i automatic at the opposite end of the range checks in with 23/33 mpg. Manual transmissions dent fuel economy to the tune of 23/34 and 20/30 mpg for the 328i and 335i, respectively.
Trim and Fit
The looks are evolutionary, rather than revolutionary. Differences not readily apparent individually come right to the fore when models from 2011 and 2012 are parked alongside each other. The side creases are similar to those appearing on the 2011 model, but the most visible new touch starts with the front grille, which features a continuous flow, suggesting the headlamp and the grille are part of the same casting. They aren’t, actually.
The trim also goes upmarket. Now advertising such phrases as “premium ambiance,†and “personal lifestyle preferences,†the 3-Series has scaled upward and now has more in common with the 5-series sedan (including the fact that it approaches the 5-Series in size) than the 3-series of last year, much less the original model that hit these shores in 1977.
Innovations inside include a first–in–segment full color head up display as well as side view/top view images while reversing the car. Blind spot detection also makes an appearance, as does BMW parking assist, which parks the car for you, as seen from other manufacturers. BMW apps is a “premium technology integration†system that is devised exclusively for the iPhone. Enabling Web-radio, Twitter, calendar and Facebook access, it will be available until legislatively outlawed in your community. iDrive is also on board, and is seen on a 6.5 inch screen in cars without navigation or an 8.8-inch screen on loaded-up models.
The Sport model includes lots of high-gloss black accents, bi-color double–spoke 18-inch alloy wheels and black chrome exhaust tips outside, while the inside includes red trim rings and scales as well as contrast stitching on the seats and steering wheel.
If the Sport line is known for its high-gloss black accents, the Luxury model should be known by its abundance of chrome. Shiny bits glow on the front and the rear, while 18-inch light–alloy wheels in a variety of spoke designs add an extra touch of bling to the overall vehicle. Chrome trim pieces inside, along with high-gloss wood panels, lend an air of sophistication.
These others are fine, but the level that really caught our eye was the Modern line. Featuring loads of satin aluminum trim along with a two-tone leather interior, 18–inch turbine–style alloy wheels, and for the truly avant-garde, open-pored, un-finished wood trim really brought the outside elements in, in terms of natural beauty.
Finally, an M-Sport line offers M3-like styling including bodykit pieces, interior trim, and 19–inch alloy wheels.
Movin’ on down the road
Since BMW walks the walk, they rented Laguna Seca Raceway so we could see what they were talking about. Starting out with a manually equipped 328i, we felt at home inside another 3-Series. Shifting through the buttery six-speed, we found an engine that liked to play in the upper reaches of the power band. Slightly loud even with the windows up, the four–banger still managed to make for an engaging ride.
Although an electronic power steering rack and pinion system is standard, we would spend the extra $300 for the available Variable Sports Steering system. Strictly mechanical in operation, it seemingly provided crisper input and feedback especially on quick sections of the track, and later on in the day during normal highway situations.
Testing the 335i really showed a difference between the two engines. As one would expect, the 3.0–liter required a less–aggressive driving style than the smaller engine. Power came on, and continued all the way up from turn five to turn six, where a tap of the big brakes set up the sweeping left-hander that continues to climb the hill, right before the famed Corkscrew blind curve. Putting faith in our abilities and the 335i’s steering, we quickly find ourselves accelerating down the hill toward the Rainey curve.
The wrapper might be bigger and more tweaked than ever, and there’s no shortage of marketing-oriented design, but this latest 3-Series seems to live up to its heritage.
Leftlane’s bottom line
BMW continues its line of impressive road cars that feel at home both on the street and the track. But they realize a large majority of buyers will never push their 3s as much as the company does.
They continue to live up to their mantra as producers of the Ultimate Driving Machine, but BMW realizse many buyers like to be coddled without having to buy a flagship 7-Series.
2012 BMW 328i base price, $35,795.
2012 BMW 335i base price, $43,295.
Words and photos by Mark Elias.
Rating:
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