BMW 3 Series models compared

3 bared: One's just right

BMW's 3 Series quite literally defines the small-to-medium sports/executive sedan segment. Every new car launched into this segment, and indeed some above and below, is inevitably compared to the 3 Series. This has been the case virtually since the model designation arrived in the mid-1970s.

Released Down Under in May 2005, the latest and fifth generation E90 3 Series has so far beat all comers. Even the near-limitless resources of the world's richest carmaker Toyota, via its prestige Lexus brand and the new and impressive IS250, has been unable to topple the 3.

Indeed, while there'll always be some debate as to the order, there are few who would argue that the 3 Series does not vie for a place in the top five of the world's best saloons. Pretty impressive for a car that in Europe outsells cooking model medium sedans such as the Vauxhall/Opel Vectra and Ford's Mondeo!

But which is the best 3? With a model range starting at $49,900 (320i manual) and running to $102,500 (330i Sport auto) and beyond with BMW's lengthy and expensive option list, the E90 spans a remarkably diverse potential customer group.

We sampled three 3s over the later part of 2005, in every case living with the car for longer than the normal seven-day test period (up to three weeks) and putting well over 3000kms on the trio. Our conclusion, while one delivered too little and one too much, the pick of the bunch was j-u-s-t right...

The 320i Executive is the country's most popular 3 Series. Equipped with an (optional) six-speed automatic transmission ($2600) this is the default choice for well-heeled young mums, middle managers and empty-nesters alike.

The 320i is powered by a 2.0-litre four-cylinder engine equipped with VALVETRONIC variable valve lift and Double-VANOS variable cam timing. Shared with the 120i, the engine develops 110kW at 6200 rpm, with peak torque of 200Nm registered at 3600rpm. A jump of 5kW compared to the E46's entry-level 318i (which also used a 2.0lt engine), BMW claims the 320i is also quicker -- 0-100km/h in 9.7sec in auto form.

Hardly anything to write home about though, when moderately hot hatches are into the sevens or eights. Indeed, if there's one overriding impression of the 320i it is that in auto form at least, it could do with a few more neddies. True, progress around town is sufficiently quick, but there's never any doubt the four is working to keep things rolling. While BMW claims combined fuel consumption of 7.9lt/100km for the 320i auto, we could not better 10.5 across a range of use.

The 2.0-litre four is at its best mated to the manual gearbox, but the lion's share are sold with BMW's Steptronic six-speed auto. The 'clever' autobox offers a Drive-Sport mode, and it's here that you'll stick the lever most of the time. In this mode the box is a little more eager to kick down and also holds gears a little longer. While that might not sound like a recipe for smooth progress, in reality the gearbox does a lot less hunting up and down in the cut and thrust of traffic and works well so configured.

While there's still active debate on the effect on ride of BMW's specification of runflat tyres across the 3 Series range, there's little argument that the 3 Series range counts amongst its number some of the sweetest steering of modern sedans.

The 320i is unburdened by Active Steering (fitted to 5 Series and an option on six-cylinder 3 Series) and while not as pure as the outgoing E46 3s is still one of the most communicative set-ups on the market today. Save for a bit of wooliness on centre, there's never any doubt about what's happening at the pointy end. Though many 320i owners will never give the feedback a second thought, it is a pleasure to drive something that hasn't been dumbed down to suit the lowest common denominator.

Even on the higher-profile 16-inch Continental rubber fitted to our test 320i we'd still describe the ride as 'brittle' rather than the near-perfect blend of comfort and control the last generation 3 exhibited. Traffic calming devices (ie: speed humps) let you know this is a relatively stiffly suspended car.

Inside the 320i impresses. At Executive spec, the full Dakota Leather interior is featured and in the case of our tester, an easily marked and not ideal Beige hue. Buyers get a choice of trim finishes. The standard alloy highlights work well, but we'd opt for one of the two timber finishes.

Integrity of design is a highpoint inside the 3 -- even the base model 320i. The dash is an exercise in minimalism with simple, easy to use HVAC and basic audio controls on the centre stack and a double bubble dash pad when equipped with navigation (a $3600 option). Having spent several months in our long-term 530i Touring iDrive has become second nature. We've come to believe it is a system that suits owners better than Johnny-come-lately testers.

Familiarity doesn't improve the lack of incidental storage in the latest Beemers and the 320i is no exception. There's a dearth of places to quickly stow a mobile, wallet or handbag. The door pockets swallow plenty, but they are hard to access and not ideal.

Though auto headlamps and wipers are standard across the 3 Series range, the 320i misses out on some of the little goodies standard on the sixes, and for that matter, its competitors like Audi's A4 and C-Class Benzs. For example the indicators do not offer the one-touch three-flash option and the seats are manual with no lumbar adjustment...

There's little or nothing missing from the 330i, however... If the 320i is refined, the 330i is perfected. With the exception of ride on its lower-profile rubber and 17-inch wheels, there is little or nothing upon which to fault a cleverly optioned 330i.

Think of this the world's smallest 7 Series -- a mini limo that can be optioned to within an inch of the opulence offered by BMW's flagship.

BMW says it worked hard on refining the 3 Series range with the advent of the E90 and the 330i is proof positive. Priced just shy of six figures in standard trim and easily able to hit the road with an extra $20K worth of options, this is not a car for the light of wallet. It is, however, a car to drive when only the best will do.

All the latest BMW technology is either standard or can be specified: Active Steering, Adaptive Cruise Control, Adaptive Xenon headlamps, Comfort Access, Connected Drive, Logic 7 audio, Professional Navigation with television et al, multi-adjustable electric memory comfort or sport seats, the list goes on. And that's before you access BMW's Individual program!

Auto-only Down Under, the 330i delivers everything a bigger imported luxury car can, save for the rear seat space and road presence. For some, the fact a loaded 330i can slip past the "you spent how much?!" neighbour net might however be a positive.

Limousine appointments aside, the 330i is also a great drive.

The car's ace in the hole is its new light mag-alloy 3.0-litre six-cylinder engine. Until the arrival of the new M3 or the rumoured twin-turbo 335i, in the power and torque stakes the 330i is top of the 3 tree. It delivers 190kW at 6600 rpm and 300Nm of torque from 2500-4000rpm.

As we mentioned at its April 2005 launch, the new six is somewhat muted in the new car -- such is the level of noise attenuation. That doesn't mean it's less than potent -- there's power enough to post a 0-100km/h time of 6.6sec and hit its 250km/h speed limiter with alacrity. Make no mistake, this is a rapid four-door.

No complaints about the six-speed autobox either. As in the 320i, it's fuss free -- more so given the prodigious grunt of the six.

Steering is not quite as sweet as the four-cylinder car, but hardly irksome. The 3s have great road manners -- every one of them. These are lithe, nimble, compact cars that are easy to handle in the burbs and the boonies. The 330i's steering is communicative and gives you feedback about what's happening at the front tyres, without burdening you with extraneous bumps and grinds. Perfect? No... But damn good.

And the other overriding impression of the six-cylinder 3s is body control. There's obviously been some serious suspension tuning done on these cars. They corner with a sportscar-like flatness with none of the lurching or uncontrolled pitching of lesser sedans. Indeed, they always feel like they have chassis poise in reserve.

The 330i can be hustled in a manner more befitting its M-initialed stablemates when the spirit moves you and when it comes to returning to earth, the 330i gets bigger brakes than its 3 Series siblings. It is also extensively equipped with safety technology. A full complement of airbags and Dynamic Stability Control (DSC) are standard across the range but the sixes (325i and 330i) introduce DSC+ which incorporates traction control, stability and brake assistance.

The latter system incorporates Brake Standby, Rain Brake Support, Hill Start Assist, Fading Compensation and Soft Stop. Space precludes a full explanation of each here (we're sure your friendly BMW dealer will be only too happy to explain) suffice it to say, the technology is cutting edge and provides the sort of stopping power you'd expect from a car with this performance potential...

But in our opinion, as good as the 330i is (and it's very good!), the pick of the 3s -- the one that's just right -- is the 325i. Or more particularly, the relatively thinly optioned 325i we managed to snaffle for an extended period late last year.

It's rare that such a car arrives on any press fleet these days let alone that of the 'option-meisters' at BMW. 'Our' 325i boasted no navigation, basic audio, no iDrive, in fact no bells and whistles save for a sunroof ($2750 option) -- even the metallic paint was eschewed.

The wheels were standard 17-inch alloys and most importantly the gearbox was manual. You know the type that requires a clutch and some semblance of hand/eye (or should that be foot/eye) coordination.

Short of throw and with a positive though not notchy feel, the standard six-speeder is the right stuff. The whole experience is enhanced by perfectly spaced pedals and a clutch action that's neither too heavy nor too light.

The 2.5-litre version of the same lightweight six that is featured in the 330i under the 325i's bonnet produces 160kW of power at 6500rpm and 250Nm of torque between 2750-4250rpm. This is just 10kW shy of the 'old' 330i and 19kW stronger than the car it replaces. It gives the 325i the oomph to accelerate from 0-100km/h in 7.0sec and also hit the 250km/h limiter where legal.

What the figures can't convey is the lively feel the manual 325i exhibits. This seems like a more potent car than its bigger-engined sibling though clearly the statistics don't bear this out.

Though the 325i is 35kg lighter than the standard 330i the power to weight ratio is still well in the favour of the 330i. What makes the difference is the connected nature of driver input and vehicle output. As good as the ZF-sourced BMW gearbox is, there's no torque converter or automatic gearbox to dull the delivery of the driver's commands in the manual 325i.

The sweet spinning six is at its very best connected to a manual box and with the DSC+ traction nanny turned down (you can't turn it off without resorting to web-sourced shenanigans) the 325i is accurate, accelerative and entertaining when the road gets twisty.

There are some positives to DSC+ when configured with a manual gearbox: the Brake assistance functions include a hill holder that mean handbrakes starts are a thing of the past. Technology is not always a bad thing.

Around town there's no need to row the car along to keep up with the most aggressive lane swappers. Such is the torque deliver of the little six, that third gear can be almost a default auto mode if you choose. Like us, however, you'll probably make gearchanges for the sake of it, reveling in the precision of throttle and gearlever and trying for the perfect blip and change.

The attraction of the 325i is not just limited to its dynamic appeal. Thanks to the shared six-cylinder 'platform' it gets many of the goodies (like DSC+, electric seat with memory, cruise control with brake function, six-stacker CD, rear Park Distance Control and skiport) the 330i boasts but it is priced from a massive $25,000 (or effectively 25 per cent) cheaper.

Far from from being 75 per cent of its big brother, the 325 is quite simply, the best of Three...