BMW 3 Series 2005 Review

What we liked
>> Unmistakably BMW
>> Handling
>> Performance/refinement balance

Not so much
>> New six is too muffled
>> Still no oddment storage
>> Ride on runflats choppy

OVERVIEW
Unless you are a total automotive nong the importance of a new BMW 3 Series is self-evident. Over a model history spanning 30 years, just four generations of 3s have preceded the latest model. The outgoing E46 3 Series was the most popular 3 and among the most lauded sedan ever.

For the company, the success of a new 3 Series - E90 in BMW speak - is literally make or break. This model range is the marque's volume seller and dollar driver of what is perhaps the most profitable of all the world's car companies. If the 3 Series sneezes, BMW catches pneumonia.

For consumers this is a car that literally defines the small sports/executive sedan segment. The 3 Series arguably drives the remarkable progress that has been made in this market in terms of refinement and performance.

For motoring journalists the 3 Series has always been a benchmark vehicle. In terms of dynamics, it has long been the car by which others are judged. It's unthinkable that this car would be 'dumbed down' in terms of overall handling balance, ride excellence, overall 'polish' and real world performance.

Make no mistake, therefore, there's plenty riding on the launch of this new car. It is very probably the most important launch of 2005 and we'll all be driving its outcome for the next five years at least. So, no pressure guys... Just roll it out and we'll get on with the show.

FEATURES
According to BMW the key highlights of the new South African built BMW 3 Series Sedan are: more spacious interior and larger body with 25 per cent stiffer bodyshell; improved safety; higher performance and better economy from new engines; six-speed manual as default standard gearbox and runflat tyres as standard.

For many the highlight will be the restraint showed by the styling department. There's only a modest amount of 'Bangle' in the E90. The excesses of the 7 and 6 Series cars have been toned down and the flame surfacing of the Z4 and X3 has been softened off. Some may say that the maker chickened out when it came to this volume model but the bold character lines along the flanks have a sufficient dose of attitude. Indeed, the E90 is unmistakably a BMW of the modern era. There's a distinctive family look to its headlamps and grill, and an air of muscularity to its rear haunches. The pinched rear-end gives the car a svelte finish. We like it.

Two-door buyers will have to wait for perhaps 18 months before the E46 is superceded. BMW is separating the two model families and from here on in, the Touring (wagon) and sedan will be first cabs off the rank. For the record the wagon's due Down Under in early 2006. For the time being, four sedan models will be offered; three of which will be available from this month.

Priced from $49,900, the range is kicked off by the manual six-speed, four-cylinder 320i. Next, priced at $54,600 is Australia's most popular 3, the 320i Executive. It gets a more luxurious fitout than its 'standard' sibling (full leather interior for example) but shares its 110kW four-pot. A six-speed autobox is a $2600 option on both 320is.

Top of the range 3, until the arrival of the new M3 (complete with V8-power) and strongly-rumoured twin-turbo 335i, is the 330i. Boasting an engineroom populated by Beemer's new 190kW lightweight inline 3.0lt six, the 330i will set you back just shy of six figures plus options... And trust us, there's plenty to add-ons from which to choose. The $96,500 speedster is available in six-speed auto-only form.

Fans of the sweet-spinning 325i will have to wait until August to sample the entry level six-cylinder 3. That's when a smaller capacity version of the new 3.0lt engine will debut. Output is a handy 160kW - just 10kW below that of the outgoing E46 330i. Pricing will be $71,900 for the manual box. The same premium paid as the 320i will get you a self-shifter.

To set the record straight, the new 3 Series is bigger. Compared to the outgoing E46, the wheelbase grows 35mm to 2760mm while overall length is now almost 50mm. Front and rear track have increased by 29mm each to 1500 mm and 1513mm respectively and the car is 78mm wider. That said, according to BMW's scales, the 3 Series is no heavier and remains a "strong but relatively light vehicle without sacrificing safety levels". Published weights are: 320i - 1320kg; 325i -1415kg; and auto-only 330i - 1465kg

As hinted at above, the new E90 ushers a new level of sophistication into the compact premium segment. Drawing on the 5, 6 and 7 Series innovations, the new 3 now offers optional Active Steering (325/330i only, $2700), Active Cruise Control (ditto, $2900) Comfort (keyless) Access ($1250) and Voice Control (for iDrive system functions including DVD-satellite navigation, $6900) in what BMW claims is a first for this market segment.

COMFORT
Interior space has received a boost in the E90 3 Series. Compared to the outgoing E46, the new 3 gets more front shoulder room (+26mm), more front head room (+7mm) and more rear knee room (+19mm). Rear seat passengers will certainly notice the extra space. Long-legged drivers may note there is an extra 13mm of fore-aft front seat adjustment.

The new-generation dash adds to the impression of space and though the driver and passenger are separated, the bias towards the steerer is less pronounced than the last 3.

Interior trim reflects the status of the car - cloth/leather is standard on 320i, while the 320i Executive model and above feature a Dakota Leather upholstery. Titanium matt finishes are standard for the door and dash trims, however, 320i Executive, 325i and 330i buyers can opt for Brushed Aluminium, Burled Walnut or Poplar trims as no cost options. For our money the Ti finish is a little flat - just this once we'd opt for wood for the sense of 'occasion' it engenders.

Electric adjustment of the driver and passenger seat is standard on 325i/330i. Also available is four-way electro-pneumatic lumbar support (std on the 330i only). The lower spec models get manual seat adjustment. The seats themselves appear quite flat, but in truth they are surprisingly supportive. Boy racers will likely option up to the more heavily-bolstered sports seats ($1250).

A new dual zone automatic climate control system is also standard, delivering more air, more quietly via road-speed sensitive fans. There's 'Max' cool down and 'Heat at Rest' modes and rear passengers can now adjust both flow and temperature for themselves. Indirect-flow ventilation outlets are claimed to reduce draughts on passengers. However, before the driver even reaches the car, the new bladeless ignition key's memory will recall temperature and cooling/heating outlet selections and tailor the car for each individual user. Used in combination with the Start/Stop button (a la 1 Series), the new electronic key can be used in conjunction with (optional) Comfort (keyless) Access.

The boot provides 460lt of luggage space. This is a 20lt increase over the previous car says BMW, though it's our guess the extra room comes at the expense of the spare tyre. Yep, the new 3 Series has runflat tyres only.

SAFETY
As you would expect, BMW claims big things for the safety standards of the new 3.

Antilock brakes, all the usual electronic nannies and Dynamic Stability Control (DSC) are standard across the range, however, the 325i and 330i take the system step further via the introduction of DSC+.

Among the benefits, BMW claims DSC+ primes the brakes for emergency stops, clears the discs of surface water and reduces the effects of brake fade. The system even has a hill start assistance function (manual models only).

The E90s also benefit from brake upgrades across the range. Stoppers have been increased in size on all models - the front brakes on the 320i grow to 292mm (+6mm) in diameter, while at the rear they are 292mm solid discs (previously 276mm ventilated). On the 325i, front brakes are unchanged while rear ventilated disc brakes are 6mm larger at 300mm. The 330i has 330mm front brakes (+5mm) and 336mm ventilated discs at rear. A new vacuum booster is fitted to the 330i as well.

In hard stops BMW's Brake Force Display illuminates a second, brighter level of brake lights. Used in anger, the LED set-up is bright enough to get Ray Charles' attention.

Eight airbags are fitted as standard to all BMW 3 Series Sedans: dual-stage front airbags (passenger and driver), front seat-mounted pelvic/thorax airbags and new full-length side curtain. Even rear seat passengers get seat belt pretensioners and belt force limiters.

Indeed, BMW says the E90 3 Series is designed to achieve optimum results in EuroNCAP crash testing and it is one of the first sedans in the world to fulfil the latest US side impact standards. This test simulates an impact with a large off-road four-wheel drive hitting the car above the side sills.

Fitted to the 325i and 330i as standard equipment, Cruise Control with Brake Function applies the brakes to ensure the vehicle remains at the speed set by the driver even on downhill sections.

Given the new BMW 3 Series Sedan uses runflat tyres, a Tyre Pressure Indicator is included in the system to monitor inflation.

Park Distance Control is standard on 330i (front and rear) and 325i (rear only). And for the first time on a 3 a reversing camera is offered as an option.

MECHANICAL
The E90's mechanical claim to fame is the 330i's new N52 six. Making its Australian debut in the top 3, the new DOHC double-VANOS variable valve timed mill delivers a 12 per cent power boost as well as a claimed 12 per cent drop in fuel consumption.

With significant use of magnesium-aluminium alloys, it weighs in at a considerable 10kg less than the outgoing powerplant. For the record, BMW states the true weight saving is in the order of 25kg given the extra valvetrain componentry the engine boasts.

The N52 delivers 190kW at 6600rpm and 300Nm of torque between 2500- 4000rpm and coupled with the six-speed Steptronic accelerates the new 330i from 0-100km/h in 6.6sec.

The 325i's 2.5lt version of the new six produces 160kW at 6500rpm and 250Nm of torque between 2750-4250rpm. It accelerates from 0-100km/h in 7.0 seconds (7.7 seconds automatic). It's worth noting that this is just 10kW short of the 3.0lt engine that will soldier on under the bonnet of the E46 coupes and cabrios.

The 320i is powered by the same VALVETRONIC Double-VANOS 2.0-litre four-cylinder engine that debuted in the 120i. Rated at 110kW (at 6200rpm), the engine is 5kW more powerful than the E46 318i it replaces and feels a whole generation more eager. Peak torque is 200Nm at 3600rpm and the claimed 0-100km/h time for the manual six-speeder is a relatively leisurely 9.0sec.

In terms of chassis construction, the new 3 Series draws on BMW's experience with the 'composite' structure pioneered in the 5 Series. That said, unlike its bigger sibling, the 3 does not feature an aluminium front structure but rather an all-steel high-strength main body shell claimed to be 25 per cent stiffer than the outgoing car.

The all-aluminium front suspension is based on the system used in the 5 and 7 Series and features two lower arms in place of the single curved lower arm on the E46. The steel five-link rear suspension resembles the set-up launched in the 1 Series. Both ends are isolated from the main structure on sub-frames to further insulate the cabin from road shock and vibration.

COMPETITORS
When you create a class you create competitors - the 3 Series has no shortage. Top of the tree are its compatriots from archrivals Mercedes-Benz and Audi. Respectively, the C-Class and A4 tackle the 3 Series head-on and all but match the Bavarian car across its range of models and specification levels.

If you think the battle between Falcon and Commodore is keenly contested, you ought to cop a load of these guys in full flight. For instance, it's certainly no coincidence that Mercedes announced the launch of a 200kW C350 on the very eve of the Aussie press launch of the new 3 Series. Mind you, the car will not arrive Down Under 'til late in 2005.

In addition to the A4 and C-Class, just about every prestige marque wants to have a go at the 3. SAAB's 9.3 is aimed at this segment, Alfa's 156, Jaguar's X-type and Lexus will shortly release its 3-targeted new generation IS200/300. VW nips at the 3's heels with the Passat.

In $$$ terms, some upper end local product is also regularly shopped against the 3. A fair proportion of the E46 3 Series sales Down Under came at the expense of cars like Holden's Calais. Finally at the bottom and top of the 3 Series range it even cops flak from its own stable from 1 and 5 Series models respectively.

That said, the success of the 3 Series is that it has consistently shown all of the above a clean set of heels - on the road and in the showroom. It's very unlikely that's about to change.

ON THE ROAD
Not unexpectedly, first impressions of the new 3 Series are that this is a more refined, if slightly diluted interpretation of the E46. It's certainly more refined in terms of mechanical noise and handling is very neutral, however, thanks to the runflat rubber the jury's out on whether it matches the previous car in ride quality.

There's a whole lot of 5 Series about the interior and the feel of the new car - to the point that there's still nowhere to stash your phone or wallet. Testers at the international launch of the E90 commented on interior plastic quality - perhaps BMW was listening. On the test cars at the Aussie launch surface treatments were beautifully resolved and all the touch points said the right thing... Class.

The extra room in the E90 is not easily noticed - up front at least. This is still a compact four-door. A stint in the rear suggested things have definitely improved at least in terms of legroom.

The new 3.0lt six is somewhat muted - especially compared to the E46 330i, which let the engine's sonorous tones be heard. It's our opinion the car is lesser for this lack of aural edge - while nobody wants an engine droning away 24/7, it's nice to hear it working away when you get serious. Perhaps it is the lack of that signature six-cylinder lilt that makes the car feel a little less lively than the last model.

No complaints about the six-speed autobox. The Steptronic shift works the right way (away from you for a downshift) and while it's no DSG, shifting is quicker and more precise than the five-speeder the E46 used.

The rack and pinion steering is very 5-like; a little uninvolving straight ahead but much more communicative as the car loads up in corners. Balance is excellent with any hamfistedness likely to default the car to understeer. All the electronic driver aids stay well in the background unless you're seriously overstepping the mark.

The 320i delivers much of the same - while it doesn't have the go of the six-cylinder range-topper it's steering is more involving and even on standard 16-inch rubber it's handling is that much sweeter. While the six-cylinder car is a little less lively in the corner, the 320i can be coaxed to change its line where necessary. Again on the standard (taller) rubber its ride qualitsy was a step up on the bubber-band-shod 330i we drove.

The new six-speed manual helps keep the four on the boil and delivers shorter throws and a more precise feel to boot. Just as well - at anything under 120km/h, the gearstick needs a serious workout if rapid overtaking is required.

The ideal package for the new E90 3 fan could well be the manually-shifting 2.5i. Not for the first time either...