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Driving Impressions

The BMW 3 Series offers rear-wheel drive and manual transmissions in a class increasingly filled with front-wheel drive and automatics.

BMW's x-Drive permanent all-wheel-drive system, available in all but the 3 Series Convertible, greatly enhances all-season capability. The x-Drive delivers most of the power to the rear wheels most of the time, maintaining the sporting feel associated with rear-wheel drive, but it's great for getting the 3 through the worst winter slop without dramatics.

For 2009, the diesel-powered 335d sedan represents the most prominent addition to 3 Series line. It's powered by an ultra-high tech, 3.0-liter inline six-cylinder diesel engine, with features such as all-aluminum construction, high-pressure direct fuel injection, and a turbocharging system that employs both a small and larger turbocharger for optimum response at low and higher speeds. EPA mileage ratings increase to 23 City, 36 Highway, or about 30 percent higher than the gasoline-powered 335i, though the current price of diesel fuel (15 to 20 percent higher than gasoline) largely negates any reduction in operating cost. The 335d is eligible for a federal tax credit for extra efficient cars (up to $1,500, depending on the model). The diesel generates fewer exhaust emissions than many gasoline engines and it produces less carbon dioxide.

The 335d diesel also provides a lot of power: 265 horsepower, with a whopping 425 pound-feet of torque. There's so much torque, even a casual jab at the gas pedal can spin the rear tires substantially exiting a parking lot. Once a driver gets used to the throttle, however, the 335d's torque can be a joy. In short bursts of say 100 ft, it will accelerate more quickly than just about anything on the road. It goes from 0-60 mph in under six seconds, in our best estimation, or about as quickly as a gas-fueled 335i with the automatic transmission. The diesel delivers the performance-oriented kick that has long been a 3 Series trademark, with none of the smoky, oily, stinky quality that old-time diesels might condition buyers to expect.

The 335d does have some shortcomings compared to its gas-fueled siblings, to be sure. It clatters more when idling, especially when it's cold. It's louder and rougher in general than the 3 Series gasoline engines. It's not as smooth as the latest diesels from Mercedes and Audi. The BMW requires urea to meet 50-state emissions standards. This ammonia-like substance is stored in an onboard reservoir, and the tank is more than large enough to be filled only at typical oil change intervals. Still, if the tank runs dry the 335d won't restart until it's replenished with urea. The 335d is the most expensive sedan in the standard 3 Series line. All things considered, we probably wouldn't recommend it to anyone who isn't a hard-core diesel enthusiast, or anyone who doesn't demand the CO2 reduction.

The heart of any BMW is its engine, and those in the 3 Series, including the new diesel, are first rate. They remain true to BMW's commitment to straight or inline six-cylinders, as other manufacturers have switched almost exclusively to V6s. The straight six presents more packaging challenges, but its unique performance characteristics and smoothness make it a favorite among enthusiast drivers. Every 3 Series is a fine performer and a technological tour de force. Driving has never been much better, or at least not with seating for four or five, decent mileage and a high level of comfort.

In both the 328i and 335i models, the engine is fantastic. We found the 328s fun to drive, with good throttle response that made us feel a class above other cars in traffic. Few will feel short-changed on performance if they make the more economical choice.

Either engine delivers quick acceleration by any standard: 0-60 mph times of 6.3 seconds for the 328i sedan, and 5.4 seconds for the 335i sedan with the standard manual transmission, according to BMW. And despite the impressive performance, all 3 Series models deliver decent fuel economy. EPA ratings range from a low of 16/25 mpg City/Highway for all-wheel-drive 335xi models with the manual transmission to a high of 19/28 for the rear-drive 328i coupe and sedan with the automatic.

We prefer the manual transmission, even though it isn't perfect, mostly because it allows the driver to more thoroughly exploit the goodness in the 3 Series engines. Clutch-pedal effort makes taking off easy, without having to think about it, and the gear ratios are perfectly spaced for either the base or turbocharged engine. During a casual drive through the countryside in a 335i coupe, we were content to leave the manual in third or fourth gear, depending on the road, and enjoy the scenery as the engine's broad power band kept the momentum flowing.

In a more aggressive mode of travel, working the gearchange frequently to keep the engine near its power peak, the 3 Series manual shifter falls short of the car's overall high standard. The throws are shorter then ever, but the gears engage with a vague, slightly stretchy feel. It's as if the engineers tried cramming slots for six forward gears into a shift pattern more properly proportioned for five. Coming back down through the gears, drivers must take care if they choose a gear out of its normal sequence (fifth to second, for example), as this requires some careful aiming.

For those who prefer not to deal with a clutch through their tedious morning commute, the six-speed automatic works very well indeed. The automatic can be a bit slow to react with an appropriate gear change in Normal mode, but leaving it in Sport mode solves the problem, with a slight payback in more abrupt shifting. Then there is the Steptronic manual mode, which allows manual gear selection. No problem with shift response when you do it yourself, and the optional steering-wheel paddles mean you can manually shift the automatic without removing hands from the wheel.

Beyond strong engines, every car in the 3 Series is characterized by an excellent balance of ride quality and handling response. For 40 years, this has been the prototypical sports sedan. It's about as close as you can get to sports-car driving dynamics in a more practical car, yet the fun never comes at the expense of beating up the passengers inside. The current 3s are superbly balanced cars, and in the right circumstances they're sinfully fun to drive.

The steering is light when it should be, at low speeds, with proper resistance and feedback at the higher speeds these cars constantly tempts drivers to explore. Nearly equal front/rear weight distribution leaves the driver in full command of where the car goes when, with a nicely tuned stability control system to keep watch should a driver venture beyond his or her capabilities.

The 3 Series suspension layout is borrowed from the larger 5 Series sedan, with double-joint aluminum control arms in front and a five-link fully independent system in the rear. This is trick stuff, but it's nothing compared to the electronics that manage everything. If something is amiss, BMW's Dynamic Stability Control system senses that a particular wheel is losing traction, then applies the brake at that wheel or reduces engine power in an effort to keep the car going in the intended direction.

Some buyers may worry that BMW's firmer Sport suspension, standard in some coupe models, makes the ride too harsh. We found in most cases, it doesn't. With its tight, rigid body structure as a foundation, the 3 Series suspension can be fine tuned to provide the dynamic handling enthusiast drivers like without sacrificing a smooth ride that pleases passengers. The Sport suspension may be jolted by potholes, but it responds immediately and maintains a level ride rather than seesawing up and down.

Still, many drivers will find that the Sport suspension borders on stiff, and especially in the convertible, where it can emphasize the shimmies inherent in a fairly heavy, open-top car. Given the overall competence of the standard suspension, the Sport package could be considered an unnecessary expense. If you're not sure which you want, we recommend the standard suspension.

In general, cowl shake and body flex is better contained in the 3 Series Convertible than it is in the Volkswagen Eos or Volvo C70. The open-top BMW 3 is a solid as convertibles go, but the owner will experience little bits of twisting and shaking that he or she would not in any other 3 Series model. It's simply the price paid for wind in the hair and sun on the face.

The good news is that noise levels in the convertible are low, top up or top down. Top down, air flow is channeled in a fashion that allows front seat occupants to converse easily at freeway speeds. Top up, no surprise, it's as close to a coupe as it can be without actually being one. There's the slightest whistle from the seams between the top's pieces, but the thick headliner quiets almost all of the outside rumble.

Braking is excellent in any 3 Series. The brake calipers and rotors are larger than ever, delivering more clamping force than most competitors. And thanks to BMW's electronic management, the brake pads move within a hair of the rotors if the driver suddenly releases the gas pedal, even if the driver hasn't yet considered slamming on the brakes. The pads also lightly sweep the rotors every few seconds if it's raining, just to be sure there is no significant moisture build up. Again though, the slick electronics come with a payback. The non-linear, progressive algorithm that controls the brake system can make smooth stops a challenge in casual driving, at least until the driver has had time to get familiar with the feel of the brake pedal.

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