The BMW 3-Series has become a legend in its own time. Both revered and despised, it is a polarizing, emotional vehicle in the North American market, where enthusiasts either gush over its sports sedan virtues or they claim it’s an overrated ride for yuppies.
We decided to spend a week in a 2009 335i sedan to figure out just which side of the fence we fell on.
What is it?
The most ubiquitous offering by the German automaker, the 3-Series sedan has been around for more than 20 years and can trace its roots back to the “Neue Klasse†cars best known to Americans in 2.0-liter, two-door BMW 2002 guise.
Redesigned for 2006 and refreshed for 2009, our test 335i sedan was ordered exactly how a practical sunbelt enthusiast would go through the options checklist. Equipped with the standard six-speed manual transmission, the “legendary†Sport Package with its suspension and seat upgrades and, of course, the turbocharged 3.0-liter inline-six powering just the rear wheels, our bright red tester was a BMW nut’s dream-come-true specification.
What’s it up against?
Almost everyone else has abandoned the high-power, manual transmission small luxury sedan market, meaning the only direct rivals are the larger, but similarly-priced Cadillac CTS (with the optional direct-injected V6) and Infiniti G37.
Then there’s the Audi A4, which drops its slow-selling V6 to concentrate on the four-cylinder for 2010, as well as the automatic-only Mercedes-Benz C350 and Lexus IS 350. Throw the Saab 9-3 Turbo X in for good measure and you’ve got the makings of a comparison test.
If you’re willing to forgo the do-it-yourself shifter, don’t forget to consider the torquey, more efficient diesel-powered BMW 335d introduced earlier this year.
Any breakthroughs?
A fairly conservative car, the 3-Series boasts few exclusive and groundbreaking features; most of what it offers has been tried and tuned on the automaker’s pricier offerings before making their way down to the 3-Series.
Introduced for 2007, the 335i’s turbocharged, direct-injected 3.0-liter inline-six hits the all-important 100 horsepower per liter mark. A nearly flat torque curve begins at a low 1,400 rpm, meaning turbo lag is all-but-quelled.
How does it look?
A very mild 2009 mid-cycle update gave the basic E90 platform (in BMW speak) a revised front fascia and tail lamps. Unquestionably BMW’s most restrained offering, the 3-Series does not deviate much from its predecessors – unlike the rest of the controversial flame-surfaced BMW lineup.
Eschewing trendy details for a tightly-wrapped skin, we deemed the 335i a solid bet that won’t keep you turning around to look it over, but also won’t look outdated when the next-generation 3 rolls around in a couple of years.
The 335i looks just like its 328i little brother, aside from a pair of exhaust pipes poking out from either edge of the rear bumper. Our Sport Package car gained a shapely set of 18-inch wheels mounted on summer tires, as well as dark trim surrounding the windows, rather than chrome. We’d like to see a bit more differentiation between the two engines – it seems to us that the extra $6,000 or so you’d spend on a 335i over a 328i should net you more than some tailpipes and a badge on the outside.
And the inside?
The 2009 update changed almost nothing on the 3-Series’ interior aside from a slightly different starter button. That means you’ll still find a beautifully built, but very compact interior with only the slightest hint of Bangle.
Without the optional navigation system, the 3-Series does not get BMW’s iDrive system. Although the control has been dramatically simplified, we still prefer our cars with a smattering of buttons and switches instead of a menuing system. Skip the nav and buy a portable unit and some Windex to clean off the suction cup marks on your windshield.
The heavily bolstered seats that come with the Sport package are worth the price alone just for their extendable knee bolsters. Found on BMWs for more than 30 years, this style sport seat has long been a favorite of those who relish curves as well as straight-line comfort. Kudos also to the thick leather-wrapped steering wheel. Rather than creating a square-bottom or oddly-shaped wheel that only suits a certain segment of the market, BMW stuck to tradition with a thickly-rimmed three-spoke unit that looks almost as good as it feels.
Aside from the tight dimensions, our quibbles were limited to a radio display that washes out in sunlight, a silly turn signal that never does what you want it to, a gauge cluster that seemed about half an inch too low and a fairly light feature count, especially for the price. Again almost identical to the 328i, we’d like to see at least some unique trim to help remind you of why your 335i lists for 50 large.
Oh, and the cupholders really don’t even hold fancy-pants European beverages, let alone Super Big Gulps, as our photo illustrates.
But does it go?
Let’s start with what we don’t like about this powertrain.
Hmm.
Well.
Hmm.
For one, it’s too quiet; a little growl and even a little turbo whistle could be piped into the cabin without disturbing the hushed atmosphere. And then there’s the fuel economy. The 20 mpg we averaged is nothing special, though it’s pretty much on par with its rivals.
Yes, Virginia, the 335i drives that well. It takes no more than a few feet to spool up the turbo, meaning lag is essentially nonexistent. Without that turbo squeal we’ve enjoyed in other turbocharged cars, most drivers would assume they were in a naturally-aspirated, 300-horsepower car, not a turbocharged one. Power is delivered seamlessly throughout the rev range in such a quiet, refined way that regular glances at the instruments are absolutely necessary. Highway passing is a breeze and the 335i will happily take its passengers up to too-high triple digit speeds without a whimper.
Aside from its trendy metallic-looking plastic gear lever – we’ll take ours in leather, thanks – the 335i’s six-speed is pretty much without fault. Gears are spaced for performance, but sixth is well placed for relaxed highway cruising. With so much torque on tap, around-town commuting requires only an occasional move of the lever. The clutch is just light enough for every day use and its engagement point is easy to find. Our first few shifts were a little rough since we expected a slightly firmer clutch, but it was by no means balky to use. Shifted aggressively, the lever’s short throws and direct feel are tough to beat.
The ride-handling trade-off is naturally geared more towards sport thanks to the optional $2,150 package, but even over the roughest terrain, we didn’t find the 335i uncomfortable. Its short wheelbase gives it a busy ride over expansion joints, but that pays off on curvy roads, where the 335i comes into its own.
Thrown into corners, the 335i responds with predictable rear-wheel-drive handling characteristics. Perfectly weighted steering with the kind of feel only BMW seems to be able to deliver, the 335i put a larger smile on our faces after each flick of the wheel.
Why you would buy it
Rear-seat passenger comfort isn’t a concern and you’re looking for the best-handling, most refined and fun-to-drive compact sedan on the market. Bar none.
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Why you wouldn’t buy it
You simply must have an M3 badge on the tail and if you’re a bargain hunter, you know the Infiniti G37 provides much of this goodness for about 10 grand less.
Leftlane’s bottom line
Not cheap by any means, the 335i is nonetheless a dream car for any enthusiast’s garage. Willing to take anything you’d throw at it, the 335i is one car we could drive for the rest of our lives without a single complaint. On public roads, it almost makes the M3 sedan irrelevant because the 335i’s power is more usable in real-world conditions. Though the M-engineered model excels on a race track and at high speeds, its $12,000 premium for a similarly equipped M3 is hard to swallow when the 335i does almost everything as well, if not better in some cases.
Then again, the argument could be made that, at nearly 50-large, our as-tested 335i is priced “only” a fiver under a base M3. The Motorsport option really doesn’t give up many luxury features but adds a none-too-insignificant 100 horsepower. How ’bout them apples?
2009 BMW 335i sedan base price, $40,300. As tested, $49,320.
Cold weather package, $1,150; Premium package, $2,650; Sport package, $2,150; Comfort Access system, $500; Park distance control, $750; iPod/USB adapter, $400; Satellite radio, $595; Destination, $825.
Words and photos by Andrew Ganz.
