BMW 3 Series Coupe 2006 Review - International

International Launch
Austria, June 2006

WHAT WE LIKED
>> Vivid performance with creamy refinement
>> Great driving dynamics
>> Best looking BMW since previous 3 Coupe

NOT SO MUCH
>> Same-old, same-old instruments
>> Vulnerable drink holders
>> Run-flat tyres, no spare
 

OVERVIEW  
Coupes have held special significance for BMW ever since it entered the segment with the acclaimed 2-litre 327 and 328 models in the late 1930s, less than a decade after becoming a bona fide car-maker.

Over the intervening 70 years BMW has produced more than a dozen different coupe series, varying greatly in size and style, but bound by common threads of overtly sporty looks and unabashed enthusiasm for driving.

Their engines have always been focal points too. Whether they've had two cylinders (the 1959-1964 '700'), inline four, straight six, V8, V10 or V12 configurations, natural aspiration has been the rule for the coupes' (petrol) engines. But the times are a'changing. Hence the new 3 Series Coupe introduces a sparkling new 3-litre six-cylinder twin-turbo direct-injection whizzer that crowns the model line-up.

Although the twin-turbo 335i engine gets to grace other BMWs in the not far distant future, its debut aims to help the new Coupe fill the very large shoes from the preceding models. Aside from the brand-lifting image that glamorously sporty two-door coupes generate, BMW has also found them very nice earners, thank you. For example, the 1992-1999 E36 Coupe produced 470,000 sales. Its successor, the second-generation 3 Series Coupe, or E46, seems set to log an even grander total.

Given the Coupe's economic importance and role-model influence, the E92 underwent development as an entity related to but distinct from the E90 sedan (to read more click here). The two-door body, for instance, is longer, lower and structurally stiffer than the four-door, with which it shares no panels or glass. It introduces plastic front mudguards which, in normal metal manner, are painted and baked while attached to the body.

While the nose maintains family resemblance, its headlights, grilles and lower air intake are subtly individual. Similarly, the side surfacing is less pronounced than the sedan's, and more mature rear appearance hasn't cost the taillights individuality. Frameless door windows continue a BMW Coupe design cue that began in the mid 1950s.
 

Because the E92 Coupe won't reach here until September, final pricing and equipment/feature levels weren't revealed at time of writing. However, expect the entry level 2.5-litre 130kW 323i model to begin in the low $70K range; the same vicinity as the outgoing E46 325Ci. On that basis the new 2.5-litre 160kW 325i version will beckon from low $80Ks, while usually reliable sources suggest the delicious 335i range-topper will command about $110K.

Equipped with more features than their European equivalents, the local E92 Coupes will include bi-xenon headlights and washers as standard, together with leather trim, climate control, cruise control, multi-function steering wheel, parking distance control, six-speed manual gearbox (automatic optional), a raft of electronic driver aids and Bluetooth mobile phone facility. Standard wheels are 17-inch alloys, with 19s available at extra cost. Besides which, BMW assuredly won’t stint on options.

MECHANICAL  
The Coupe's highly regarded 323i and 325i engines from the current 3 Series sedan must now surrender the spotlight to the ground-breaking 335i.

Not to be confused with the 330i sedan's regular 2996cc engine, the 335i has slightly smaller bore size (84mm v 85) and longer stroke (89.6mm v 88) for 2979cc capacity. Requiring either 95 or 98-octane fuel, where the 330i will accept 91 'proof', the 335i has an aluminium alloy cylinder block rather than BMW's high tech magnesium alloy version.

But it's the intake system that spells the big difference. Apart from two relatively compact turbochargers, each supplying three cylinders (and jointly developed by BMW and Mitsubishi), the twin-cam 24-valve cylinder head has variable valve timing to complement very sophisticated direct injection which squirts up to three times per injection cycle, helping minimise noxious emissions and fuel consumption.

Said to tap more performance and use less juice than a competitive high-specification 4-litre V8, the 3-litre twin-turbo six peaks with 225kW at 5800rpm. Torque is strong too: a solid 400Nm from 1300-5000rpm. Moreover, according to the EU combined drive cycle, fuel consumption is 9.5lt/100km with manual or automatic transmission alike.

It probably goes without saying that the 335i engine combines brilliantly with its standard six-speed manual gearbox. But the newly upgraded six-speed automatic is almost all things to all drivers. The torque converter drive not only 'locks-up' almost immediately the car's moving, but the shifts are limousine smooth and racecar quick.

Up front, the 335's fully bolstered sports-style buckets offer ample (all-electric) adjustments in every direction and the upholstery's particularly hospitable pliancy gives lie to the old theory that Germanic firmness is a virtue. These seats sustain their comforting embrace from the moment you settle in until the journey ends, no matter how long and demanding the drive. A pleasing and practical touch: telescopic arms automatically bring the unbuckled front seat belts within easy reach.

The cabin's only disappointments may be the further recycling of conventional, conservative (albeit concise) instrumentation and glossy, glarey woodgrain accents, also the relative sparsity of oddments' stowage.

On the facia, BMW's familiar pop-out drink holders are as novel as ever, and as vulnerable to knee-inflicted dislodgement, as we know from colleagues' experiences.

The new Coupe ices its grand touring aptitude with a large (440-litre), easily accessed boot, complemented by the folding backrest with ski-port.

SAFETY 
Apart from the self-evident integrity, agility and balance of its driving dynamics, the E92 Coupe has a host of safety features and driver aids including ABS, EBD, DSC, DBC, CBC, ASC and DTC. Translated, that's anti-lock brakes, electronic brake force distribution, dynamic stability control, dynamic brake control, cornering brake control, automatic stability control and dynamic traction control. Equally importantly, the DTC acknowledges keen drivers by permitting a measure of dry-road wheelspin, and unlike the 3 sedan the DSC can be fully disabled at the driver's discretion.

On the passive front, Coupe's safety larder includes dual-stage front and front-side airbags, and curtain bags, plus pre-tensioning and load-limiting belts front and rear.

Needless to say, the new BMW is expected to perform particularly well when crash-tested by NCAP agencies.

ON THE ROAD 
Put your foot down and it's not hard to consider the 335i Coupe as a poor man's M3.

The new model ultimately lacks the M3's highly focussed sportiness of course, but that's a moot point as the twin-turbo literally sings its way to 7000rpm time and again while thrusting the car from standstill to 100km/h in just five-something seconds. BMW says the manual takes 5.5sec, the automatic 5.7, but the seat of your pants suggests these may be conservative claims. Flat out, both are electronically limited to 250km/h top speed.

The 335i engine is an absolute humdinger. Tractable almost beyond belief for such a free revver (pulling cleanly from barely 1000rpm in top gear, for example), the delivery is silky smooth from idle to redline, and strongly responsive throughout. BMW is justifiably proud that the finely developed combination of twin-turbo boost and direct injection completely avoids throttle lag. Simply press and go, no waiting.

Although the six-speed manual's precise if slightly weighty gearshift makes it easy to lever the best from the 335i in all conditions, the six-speed automatic is very persuasive too, because its blurringly quick shifts are as smooth and decisive as could be wished. Simply leave it in D, which is hardly a penalty, or extract every iota of enthusiasm with the faster-than-a-speeding-bullet 'manual' paddle-shift system.

The standard steering is medium-weighted, has pleasingly consistent sense of connection and requires 2.9 turns lock-to-lock. All round, impressive.

The optional Active steering is more of a mixed bag for while its 1.9-turns quickness makes swift work of tightly winding roads, the noticeable variability of its weighting and feel require some familiarity and tolerance.

Although the brakes may not have the grooved or cross-drilled discs often associated with serious stoppers, they're full of feel, amply arresting and virtually fade-free, as we learned to our relief during rushed descents of several very long, very steep alpine passes from Austria to Italy. The 335i has larger brakes than its siblings, and wider rear tyres.

With handling close to impeccable, the Coupe tracks true even when the road bobs about. It has real enthusiasm for corners and turns-in with little or no understeer, to then squat on the outside rear wheel while offering great balance and adjustability.

And if more flair is required, user-friendly tailiness is available via the traction control switch.

The ride quality is pretty good too, on Euro roads at least, for all but the sharpest nasties are dispatched without affecting occupants' comfort. Not much road noise either. Then again, they don't have our rippled and lumpy roads over there, nor our notoriously rowdy coarse-chip surfaces to contend with.

Which leaves those aspects open to question… Meaning, in the interests of accurate reporting, we'll just have to re-visit the 335i Coupe and its siblings the moment they arrive. Gosh. Can't wait…