BMW 323i 2006 Review

Buying a 3 Series BMW has never been an easy task with an options list that stretches far into the distance and can easily add $20K to the figure at the bottom of the contract of sale in the blink of an eye.

And now, it seems the small sedan model range itself is being stretched ever more with potential punters not only having to decide on whether they include the sunroof, parking sensors or seat heating but also which of the six engines they prefer.

For by the end of the year, the 3 Series sedan range will stretch from the entry-level $50,800 six-speed manual 110kW/200Nm 2.0-litre four-cylinder through to the top of the range $104,000 six-speed automatic 225kW/400Nm twin turbo 3.0-litre straight six 335i.

In between are a 2.0-litre turbo diesel, 2.5-litre straight six petrol engine in two states of tune and a naturally aspirated 3.0-litre straight six. For a car that BMW shifts about 500 a month, it is a hell of a lineup.

While the 335i is yet to arrive, the latest addition is the lesser endowed of the two 2.5-litre versions that BMW has dubbed 323i. Priced from $64,800 as a manual, it is $9100 more expensive than the four-cylinder 320i Executive and $8600 cheaper than the other 2.5-litre model, the 325i.

Both use essentially the same 2.5-litre straight six engine that in the 323i generates 130kW at 5800rpm and 230Nm at 3500 with the 325i delivering maximum outputs of 160kW at 6500rpm and 250Nm between 2750rpm and 4250rpm.

The auto model in which CarPoint spent a week behind the wheel is a six-speed Steptronic with a sequential manual shift mode.

Spec-wise the two 2.5-litre cars share a similar level of equipment with both featuring remote locking, power windows and mirrors, climate control, cruise control, six airbags, Dynamic Stability Control +, and ABS with the 325i gaining bigger 17-inch alloys -- compared to the 16-inch on the 323i -- a six-stack CD audio system (the 323i has only a single slot CD), and power-operated front seats.

If you were to add the option cost of the extra standard equipment for the 325i you come to a figure of around $5000 so in that respect there is not a lot in it.

Obviously the big difference between the two cars is under the bonnet with the 325i having 30kW and 20Nm more than the 323i. According to BMW, this gives the 325i a 1.1 second advantage in a 0-100kmh sprint with the car covering the distance in 7.7 seconds while the lesser powered 323i uses marginally less fuel -- 8.4l/100km vs 9.0l/100km -- according to the official test figures.

But these figures don't really tell the whole story, as on the road, there is a discernible difference in the tractability and flexibility of the two engines making the 325i a better drive.

While the 323i is by no means lacking in grunt, its peak torque is not as broadly distributed as the wide range in the 325i with the peak torque coming higher and maximum power lower in the rev band in the detuned 323i. What this means on the road is that the 323i can be a bit slow off the line -- in relative terms -- especially with the auto transmission locked into the standard drive mode. Flick the transmission to Sport and there is a slight improvement in throttle response and urge but it is still merely strong rather than particularly urgent.

Once on the move, there is ample mid range torque between about 3500rpm and 5000rpm for overtaking or pushing on a bit with the transmission locked down in manual mode. The engine, like all the latest generation BMW six-cylinder units, is delightfully smooth and refined and likewise the transmission with barely perceptible changes and good response from throttle input.

The ride is on the firm side but more than comfortable over most surfaces but the suspension is definitely set up with a handling bias and here the car truly shines. As with the more powerful 325i and 3.0-litre 330i, the 323i offers a superbly balanced chassis that is both involving and forgiving. On a twisting country road with the auto in manual mode, it delivers a solid driving experience sitting flat and controlled through corners with predictable and stable handling. The steering is well-weighted and direct with plenty of feedback and there is an abundance of grip from the tyres.

If things do go awry, the DSC+ system is suitably subtle in its intervention and unless you are being ridiculously silly, the only notification of it becoming active is the light up warning on the instrument panel.

The 323i maintains BMW's reputation for solid drivers cars that are well finished and screwed together but whether you would opt for a 323i over a 325i is debatable.

From a marketing perspective BMW might have needed the 323i to fill the $20,000 gap between the four and six-cylinder models but in terms of the cars, the improved driveability and extra kit in the 325i make it a better prospect for all 'round value.

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BMW 3 Series Coupe international launch review