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MUNICH, Germany - BMW has confirmed that the new X1, its smallest crossover yet, will be assembled at the sprawling Leipzig plant in Germany. In a statement Friday, the company said, "The exact time point of production start and the market launch of the X1 will be revealed at a later date." European suppliers told us the X1 is scheduled to begin production in Leipzig in fall 2009. The X1 will share its basic underpinnings, including powertrains, with the 1 Series compacts, which are also assembled at Leipzig. We have learned that a sister model, to be dubbed the X4, is also being readied for launch in spring 2010. While it may share some major mechanicals with the X1, its styling will be closer to that of the new X6, with a coupelike four-door body. While the X1 will be aimed at the same buyers Audi wants to cultivate with its upcoming Q3, the X4 may attempt to carve out a new niche in the ever-expanding and still fragmenting premium-crossover market, both in Europe and North America. What this means to you: Look for the premium Japanese brands to be well represented with new entry-luxury crossovers, too.
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When the BMW 1 Series first looked like it would be brought to the U.S. from its successful home in the European market, we had visions of a return to the BMW 2002, the car that really invented the BMW brand in America back in the late 1960s. It would be a return to form, an expression of the true BMW spirit. You know, something small, light, nimble and affordable. We even dared to dream of a reborn BMW 2002 tii.But then the specifications hit our desk with a thump. It turned out the BMW 1 Series would be heavier than we expected, not to mention more expensive. Fortunately it would be more powerful, too. It became clear to us that the 1 Series was not so much a continuation of the beloved 2002, but rather a rebirth of the 3 Series.If you haven't noticed, the BMW 3 Series has, well, expanded. Those who hit the upper-middle-class running in the go-go 1980s bought a far different 3 Series from the one we enjoy today. It was small, light, nimble and affordable. It was a gateway car, an introduction to the brand — a broker's first BMW, you could say. BMW hoped as its new customers climbed the corporate ladder, they would steadily upgrade their BMW to suit. Have a family, buy a 5 Series; make partner, buy an M6. Retirement imminent? You, sir, need a 7 Series.But then the BMW 3 Series became a mass-market success and soon it acquired a mass-market identity, morphing into a vehicle that is all things for all people. It's a coupe, sedan, convertible, wagon and even a sport-utility if you count the X3, and there are gasoline engines, diesel engines, four-cylinders, a twin-turbo inline-6 and now even a V8. Once you're behind the wheel of a BMW 3 Series, there's very little need to move up.Which brings us back to our newest long-term test car, a 2008 BMW 135i. When you compare the specifications, the 1 Series is not so different from the 3 Series: a fraction shorter, a fraction lighter and really only a fraction less expensive. It's smooth, sophisticated and as carefully optioned with consumer-friendly convenience features as a 3 Series.If we wanted a 1 Series more like a BMW 2002 tii — something in the spirit of cheap and cheerful, only with terrific speed — it was clear we would have to build our own. What We Bought At $28,600 the 2008 BMW 128i is the least expensive new BMW you can buy in the USA, but it's missing something for us. Something with a little more kick. Something with a pair of turbochargers. Something, oh, like the twin-turbo, 300-horsepower 3.0-liter inline-6 that currently resides in the latest BMW 335i and BMW 535i. This is an engine so sweet that it seduces us no matter where BMW puts it. And we're not alone, as this engine has been awarded top honors in the 2008 International Engine of the Year competition.Of course, as soon as you tick this box on the order sheet for a 1 Series, you take a $6,300 hit to the wallet. But don't think you're paying $6 grand for the engine alone, as the upgrade to a 135i includes a sport-tuned suspension, 18-inch wheels with summer-only performance tires, and six-piston fixed calipers for the front brakes. The 135i also includes an aerodynamic body kit inspired by BMW's high-performance M-cars.
So we spent the money
And even though we were already cheating on our plan to create a modern 2002, we still wanted to remain true to a pure spirit of performance, so we kept the options to a minimum. Only Porsche makes this process tougher than BMW, however. Days and then weeks slipped by as we called and e-mailed and called again, looking for a stripper 135i. None to be had, no matter where we looked in the country. At one point, it looked like our best alternative would be a 135i with an automatic transmission and enough dealer-installed accessories to bust the $45K barrier.But then we found the right car right in our own neighborhood. Rusnak Westlake BMW (Buy a car there? Rate it!) in Thousand Oaks, California, had a 2008 BMW 135i equipped with a six-speed manual transmission right on its lot (true believers in the 2002 tii!). No premium package and only one indulgence: power front seats.Unfortunately this item added $995 to the tally and kept us from the 1 Series sport seats that had captured our attention in our full test of the 135i. As Director of Vehicle Testing Dan Edmunds says, "The package also includes terrific eight-way manually adjustable seats that adjust quickly, hold on tight in corners and look great. Why spend the money for optional power seats?"Well, you buy them because you have to. It was that or wait months for a custom-built 1 Series to be shipped from Germany.
What Kind of BMW Is This?
Did you catch our recent all-BMW comparison? We pitted our long-term 2002 BMW M3 against a 2008 BMW 335i and a 2008 BMW 135i in daily life, on back roads and at the track to see which would come out on top. The winner?No, not the 335i — too big, too expensive and too slow. Instead, the numbers on the scoring sheet recorded a tie between the 2008 BMW 135i and the aging yet still potent E46 M3. A tie! A hopped-up version of BMW's cheapest car not only keeps up with one of the finest BMW performance cars ever built, but also outpaces it in several respects.And so we're persuaded that we have the right 1 Series in our long-term test fleet. Apart from storage space, is there a downside to the basement BMW with such compelling performance credentials? Is this the BMW 2002 tii we long for, or just a BMW 3 Series in disguise? How about that styling? We have 12 months and 20,000 miles to find out.
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It looks awkward in pictures and some find it hideous, but the 2008 BMW X6 50i isn't nearly as warped when you see it in person. It's kind of a supermodel from behind, with a slim, narrow roof at the top and curvaceous hips at the bottom. Designers call this sort of thing tumblehome, and an SUV without it looks like a refrigerator. The front is all BMW with a big twin kidney grille and fighter-jet-size intakes at each corner. The roof line goes on forever in profile, giving the X6 a hatchback-style look that's unique at best, a little too forced at worst. The designers at BMW say it's "coupelike," so they ? and they alone ? call the X6 a Sports Activity Coupe. It gets better from behind the wheel. Fire up the new 400-horsepower, 4.4-liter V8 and it sounds more like a carbureted big block than a sophisticated twin-turbo engine with direct injection. We don't remember an X5 sounding this burly. So far this much is clear ? pictures don't do the all-wheel-drive 2008 BMW X6 justice.
On the road in North Carolina to drive the 2008 BMW X6 for the first time, we're fully expecting the X6 to smack us silly with its 450 pound-feet of torque. But this never quite happens. Instead, the six-speed automatic transmission shifts tentatively, as if it's worried that unleashing too much force at one time might eat a driveshaft or two. Which may be the case, but it makes us doubt BMW's claimed 0-to-60-mph time of 5.3 seconds for the X6. That's only 0.3 second slower than the last 135i we tested, and the tiny coupe weighs 1,906 pounds less. Yeah, that's no typo. The xDrive50i, as it's known in BMW-speak, weighs in at 5,269 pounds. That's 319 pounds more than the Porsche Cayenne S, an SUV that has never once been called light on its feet. Porsche claims a 0-to-60-mph time of 6.4 seconds for the 385-hp Cayenne S, so BMW's estimate of the X6's ability seems a bit optimistic. That said, the power of the new twin-turbo BMW V8 is hardly the problem. The torque peak arrives early at 1,750 rpm and doesn't waver until 4,500 rpm. Throttle lag from the two turbos buried between the cylinder banks is minimal and the all-aluminum engine spins up to its 6,500-rpm redline without a noticeable hesitation in thrust. And the sounds this BMW V8 makes are unmatched by any SUV on the road. Whether it's burbling at idle or headed for redline, the X6 makes you want to drive with the windows open to hear it do its work.
Once we discover the 2008 BMW X6 isn't the rocket we expected, we figure maybe the handling will convince us that the X6 is worth its $8,500 premium over the BMW X5 4.8i. But after 20 miles of wet switchbacks in the Blue Ridge Mountains of North Carolina, we're still not buying it. Don't get the wrong impression; the X6 is shockingly agile. The quick steering makes it easy to arc into bends, and there's so little body roll that you feel like you're barely pushing the vehicle's limits. The massive 14.4-inch brake rotors up front burn off the speed in an instant and the fat tires are gripping the pavement like it's bone dry. Unless you drive it back-to-back with the X5, however, you'd be unlikely to notice any particular improvement over the 2008 BMW X5. Compared to the X5, a slightly revised front suspension helps the X6 track better over rough surfaces while a 2-inch-wider rear track adds some stability. Our test vehicle also has the optional Sport package, which adds an impressive set of 20-inch wheels wrapped in 275/40R20 tires up front and 315/35R20 rubber in back, a combination that's also available for the X5.
One advantage the X6 has over the X5 ? and just about any other SUV save the Acura MDX ? is a new torque distribution system known as Dynamic Performance Control (DPC). In simplest terms, DPC is able to redirect power to each of the four wheels in varying degrees. And it's not just for traction control either, as DPC actively intervenes to help control the directional stability of the X6 as well. (The 2008 Saab 9-3 Aero XWD recently gave us a taste of much the same thing in a sedan package.) Powering out of tight hairpins, we feel only the slightest hints of the system working, but there's no doubt that the X6 is firing out of wet corners with impressive drive. Still, BMW figured the X6 might need some help demonstrating the new system, so it arranged for us to drive a road course at Michelin's Laurens proving grounds that had been soaked by sprinklers. Flat-footing the X6 out of soaked hairpins here makes the benefit of DPC far more obvious. In most SUVs, such a maneuver would initiate the intervention of so many various stability control systems that the gas pedal would be rendered useless. With DPC, you still get power, but it jumps from one wheel to the other as each one struggles to grab the pavement. The forward bite is a little jerky when you're hard on the throttle, and we have to remind ourselves that even DPC has its limits and we should be wary of pedaling the X6 right into the grass. We get some time on a dry course as well and here again the X6 is solid and precise where most other SUVs would be flailing with understeer. There's so much grip from the massive tires we wonder if we could go much faster with a proper sports car. Yes, it's that good. Still, the X5 remains stuck in our heads. Would we be going much slower and with any less confidence in a 4.8i? Not by much.
With all the fun stuff out of the way, we're left to consider the X6's cabin. The low roof makes it obvious that there's less space inside, but does it matter much? Depends what you consider important. Up front, we don't notice a thing. Without looking at the impossibly small hatch opening in the rearview mirror, we can't tell the difference between the X6 and the bigger X5.Nearly all the design elements are the same. There are simple analog gauges, high-quality interior trim and an overly complex yet space-saving console-mounted shift lever. All X6s get a sport steering wheel as standard as well as cushions on the center console to help brace you while you're cornering hard. The rear seats in the X6 are designed to hold only two passengers, so there's a big center console back there, too. The seats prove far more comfortable than your standard three-person bench seat, although the low roof shaves nearly 2 inches of headroom from the X5's numbers. There's plenty of legroom and decent foot room under the front seats, but we quickly determine that with two adults in back, the overall rearseat space feels cramped. Maybe it's the fact that if you're over 6 feet you can rest your head on the roof, or the slightly reduced shoulder room. Either way, it's tighter and less comfortable than an X5. It's the same story when it comes to cargo room. The X6 has a respectable 59.7 cubic feet of cargo space with the second-row seats folded, but the X5 offers up to 75 cubic feet in the same configuration.
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Anti Super-Size Me
How much smaller than a 2008 BMW 335i is the new 2008 BMW 135i Coupe? At 172.2 inches, the U.S.-spec 1 Series gives up 8.1 inches of length. It's even 3 inches shorter than the E30 3 Series of the 1980s and only 0.7 inch longer than the E21 3 Series of the 1970s. The greenhouse of the 1 Series coupe is something of a bubble, resulting in a 55.4-inch height, ample headroom and general proportions that fall between the E30 and E36 coupes. Notable deviations from the vintage BMW formula for sport sedan proportions include a higher beltline and a wider stance. Interior space is suitably ample up front, but unless the front seat occupants are of below-average height, the rear seats are a kids-only proposition. This 6-foot-2 editor was able to travel with his 9-year-old daughter seated behind, but only just. So the 1 Series coupe clearly doesn't share the "too big" problem of the 3 Series. As compact as it is, the new 135i is no lightweight. It's still a full-featured premium piece, and it shows evidence of the mass that comes from 20 years of safety advances plus the "must-have" thinking about convenience features that shapes the thinking of product planners everywhere. Our test car tips the scales to the tune of 3,399 pounds, some 172 pounds less than a 335i, but still 200 or so pounds heavier than the similar-size E36 BMW M3 of the 1990s.
Cue the Bigger Hammer
But the 135i has a not-so-secret weapon that those lighter, earlier BMWs didn't have: a twin-turbocharged, direct-injected straight-6 engine that not only produces 300 hp but also packs a 300 pound-feet wallop of torque from 1,400 through 5,000 rpm. On the road, the power delivery of the turbo six is so smooth and relentless that it makes the 1 Series fast — very fast — but never furious. This engine simply grunts it out and pulls hard from the bottom of the tach to its redline at 7,000 rpm. And the thrill quotient goes up because all this is happening in a car that's almost 200 pounds lighter than the engine's customary 3 Series package. So the 1 Series coupe doesn't share the "too fat" problem of the 3 Series. At the track, the twin-turbo big hammer drove our 135i down the quarter-mile in 13.3 seconds at 104 mph. The 2008 Subaru WRX STI with 5 more hp and 48 fewer pounds does the same time in the quarter-mile, but with a slower 102.4-mph trap speed. While the STI edges the 135i's 5.0-second acceleration to 60 mph by a fraction thanks to the launch traction afforded by the Subie's all-wheel drive, the BMW ultimately has the legs at the top end and catches the STI at the finish line. This performance does nothing to dispel our continuing suspicion that the 300-hp rating of the twin-turbo inline-6 is conservative at best.
Sometimes the Small Numbers Are Best
A shorter wheelbase gives the 1 Series a dimension of agility that the 3 Series lacks, and it measures 104.7 inches, some 4 inches less. The suspension layout of the E82 is similar to that of the larger 3 Series. It still carries front struts with split lower arms and dual lower ball joints, while the rear retains the latest multilink layout. But both ends have been recalibrated for the 1 Series application. Our 135i coupe came with standard 18-inch Bridgestone Potenza RE-050A run-flat summer tires: 215/40R18s up front and 245/35R18s in the back. We're still deeply skeptical about the performance of run-flats, even after the latest improvements. The mega-stiff sidewalls of the 050As disrupted an otherwise tame ride whenever we encountered abrupt, sharp-edged breaks in the pavement or even pronounced ripples. We wish BMW would offer us the option of conventional tires or space for a spare. But since the battery resides in the trunk to help achieve a weight distribution of 52 percent front/48 percent rear, a spare has no place to live.
Ultimately, We Drive the Machine
Spirited back-road driving proves the 2008 BMW 135i Coupe can deliver the goods, as it dispatched corners with crisp turn-in, an eager willingness to change direction and impeccable grip, without sacrificing the road-worthy poise of the 335i that we love. On our test track, this translates to a blistering 72.4-mph run in the slalom, easily outpacing the last 335i we tested (69.5 mph) and edging the 2008 STI (72.0 mph). Skid pad figures are a wash, as both BMWs generate 0.89g and the STI makes 0.90g. Understeer has been rumored to lurk within the 135i, but it didn't rear its head until we hit the road-racing track, where high-speed sweepers at the limit work the outside front Bridgestone mighty hard. Track-day junkies might want to make changes, but we think most everyone else will have no complaints. Our 135i came with six-piston fixed-caliper brakes and 13.3-inch rotors. These calipers (something we'll see more of, our BMW sources tell us) seem like overkill when the heavier 335i and faster M3 do quite well with rather pedestrian single-piston sliding calipers. But the advantage might come in the form of consistently firm pedal feel over several days of determined street driving and extended track testing. This 1 Series comes to a stop from 60 mph in 109 feet.
It's Nice in Here
Inside the cabin, our 135i includes the Sport package, a $1,000 option consisting of an M-sport steering wheel and Shadowline trim, plus an elevated limiter for top speed. The package also includes terrific eight-way manually adjustable seats that adjust quickly, hold on tight in corners and look great. Why spend the money for optional power seats? Handsome textured aluminum accents are applied with strategic restraint in the interior. BMW is one of a few carmakers that have figured out that accents that have the dull sheen of hand-worn metal look more upscale than any sort of chrome. And no sunlight gets reflected back into the eyes of the driver, either.
The Bottom Line
The base price for the 2008 BMW 135i is $35,675. After adding the options (including the $1,450 Boston leather upholstery) plus a $400 iPod and USB adapter and the $600 Cold Weather Package, our car's as-tested price is $39,125. And beware, because many high-cost options lurking on the options sheet can drive the price much, much higher. It's hard to pin down the competition for the 2008 BMW 135i. On price and track performance, this test car matches up quite well with the 2008 Subaru WRX STI we tested, which costs $39,440. It matches up on performance, too. That's not bad company to be in, but at the end of the day, the Subie is no BMW. Is the 2008 BMW 135i Coupe worth it? It depends. It's easy to go overboard with the options and jack up the price of the 135i so it no longer makes sense. If you value a high level of steering and handling refinement and outright twin-turbo nirvana in a package that's small enough to toss around, and you can live with limited backseat space, the 2008 BMW 135i is like nothing else. And it doesn't matter that the pot-bellied BMW 135i isn't the most beautiful car in the world. If you're doing it right, you'll be on the inside, working the steering, pedals and shifter with a huge grin on your face, happier than a pig in, well, you know.
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When BMW introduced the X5 seven years ago, many viewed it as a betrayal of the company's spirit. "BMW," those many asked, "the company that invented the sport sedan, is building a truck? That can't be good." Today the only question is whether or not the second-generation X5 is at least as good as the first. All evidence points to the new 2008 BMW X5 being significantly better in almost all categories. This second-generation crossover SUV is 7.4 inches longer than the original and rides on a 4.5-inch longer (115.5-inch) wheelbase. That's enough room for BMW to shove in a third-row seat -- albeit one that's strictly for small children only. The steel unibody chassis is all-new and features a robust new front suspension with aluminum upper and lower wishbones rather than BMW's traditional MacPherson struts. The payoff is increased handling agility, says BMW. For power, the X5 is once again equipped with a six- or eight-cylinder engine. The inline six-cylinder is BMW's latest magnesium-and-aluminum 3.0-liter DOHC 24-valve engine, and it's rated at 260 horsepower. The 350-hp, 4.8-liter V8 is largely a carryover from last year's 4.8is model. As wonderfully as the first X5 drove, this new one drives even better. There's more suspension compliance over bumps and harsh pavement, yet the vehicle is still quite agile and responsive when driven aggressively on curvy roads. The interior is also larger and even better-looking. Overall, we're impressed with the new 2008 BMW X5. For Bimmer-philes and driving enthusiasts needing a midsize luxury SUV, it's the obvious choice. But other SUV shoppers will want to consider all their options. When the original X5 debuted, it was pretty much the only game in town if you wanted an SUV that felt even remotely sporty when driven on pavement. Now the crossover SUV segment is full of impressive machines, including the new Acura MDX, Audi Q7, Cadillac SRX, Infiniti FX35/FX45 and Mercedes-Benz M-Class. Many of them cost less and offer better utility.
Body Styles, Trim Levels and Options
A midsize luxury SUV, the 2008 BMW X5 is offered in two trim levels: the 3.0si with the six-cylinder engine and the 4.8i with the V8. Both models come standard with 18-inch wheels, adaptive xenon HID headlights, rain-sensing wipers with heated washer jets, power front seats, dual-zone automatic climate control, the iDrive system control interface and a glove-box-mounted CD player. The 4.8i also has leather seating and burl walnut wood trim as standard. Additional equipment is offered through a variety of option packages. The Sport Package adds an active suspension system, 19-inch wheels and sport front seats. The Premium Package includes a panoramic sunroof, auto-dimming mirrors, Bluetooth connectivity and the BMW Assist emergency communications system; on the 3.0si, it also includes leather upholstery. The Technology Package features park distance control, a rearview camera and a navigation system with real-time traffic updates. Other significant options include 20-inch wheels, a power liftgate (late availability), upgraded front seating, a separate rear climate control system, active steering, a premium audio system, a rear entertainment system and the third-row seat.
Powertrains and Performance
The 2008 BMW X5 3.0si is powered by a 3.0-liter inline-six cylinder engine good for 260 hp. It's backed by a six-speed automatic transmission (with a manual-shift mode) feeding BMW's xDrive all-wheel-drive system. The X5 4.8i uses a 4.8-liter V8 rated at 350 hp and features the same transmission and AWD system. BMW claims the 3.0si will accelerate from zero to 60 mph in 7.8 seconds, while the 4.8i will do the same trick in 6.4 seconds.
Safety
All 2008 X5s come equipped with front seat-mounted side airbags and head-protecting side-curtain airbags for the first and second rows. Antilock disc brakes and a stability control system with a rollover sensor are also standard. Front and rear parking sensors are optional on all BMW X5s.
Interior Design and Special Features
The new X5's interior is one of the most elegant BMW has ever built. The dash is gently curved, with elegant wood inlays, generously sized air vents, oversized instrumentation and a truly gorgeous soft-feeling top that unifies the whole design. The only sour notes are the all-in-one iDrive controller and the optional third-row seat. Despite recent improvements, the iDrive system still annoys many drivers with its complexity, and the third-row seat is acutely lacking in spaciousness, even compared with those in other midsize crossover SUVs. With the second- and third-row seats folded, the X5 has 75 cubic feet of cargo space available, which is about average for this class of vehicle.
Driving Impressions
The 2008 BMW X5 is simply one of the best-handling midsize luxury SUVs you can buy. Some competitors offer more utility and many are more adept off-road, but the X5 does an amazing job of taking the sensations and talents of BMW's legendary sport sedans and translating them over to the SUV world.
What's New
A second-generation X5 finally appears after a seven-year run by the original. The new model is larger and benefits from a more sophisticated chassis design, sleeker exterior styling and an optional third-row seat that ups the total passenger count -- at least theoretically -- to seven.
Pro
Nimble on-road handling for this class of vehicle, powerful engines, interior's premium look and design.
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If you're shopping for a smaller luxury sedan that puts a premium on driving satisfaction, the BMW 3 Series remains the place to start. It's one of the world's best sports sedans. For 2008, 3 Series sedans and wagons come with powerful new engines, a couple of new colors and some minor interior tweaks. The 3 Series is expanding for 2008 with the introduction of an all-new, two-door 3 Series coupe and an all-new 3 Series convertible. (The 2008 3 Series Coupe is evaluated in a separate review.) The 2008 BMW 328i and BMW 335i accelerate more quickly, stop shorter and turn with more lateral grip than any of their predecessors. The current 3 Series sedans are the roomiest ever, with more standard and optional equipment and more sophisticated electronic controls. BMW's x-Drive all-wheel drive system is available on the 328i. Yet what characterizes the current 3 Series sedans as much as anything is its high-technology. We presume the car-buying public expects the latest technology in BMW products, and the 3 Series delivers in spades. It's everywhere in this compact sedan, some of it first in class and some not previously applied in any BMW. The 2008 BMW 3 Series cars offer Active Steering that actually turns the front wheels without driver intervention, not to mention 150-mile run-flat tires, turning Bi-Xenon headlights, and an optional i-Drive interface. It was the first car in its class to offer radar-managed active cruise control, and even the standard cruise control will automatically apply the brakes if you get too close to a car ahead. None of this is necessarily a bad thing, but owners of older 3 Series models may wonder where their purist sports sedan went, or at what point all the gizmos start detracting from that sporting character. Rest assured, this remains a true sports sedan, but its sporting heart is a little more difficult to find under all the stuff. Any 3 Series model still delivers a special mix of performance, practicality and European luxury in a compact package. This car defines sports sedan, and it's the benchmark every luxury car maker from Acura to Volvo aims at. The 3 Series embodies consistent product character and values, defining what has made BMW one of the most respected brands among car enthusiasts. Above all, the 3 Series is a driver's car: accelerating, turning and stopping with remarkable agility and balance, without seriously compromising comfort or common sense.What's New for 2008: The sedans and wagons get new engines, and a corresponding change in nomenclature. The 325i is replaced by the 328i. The new models have a more powerful version of BMW's 3.0-liter inline six-cylinder, generating 230 horsepower and 200 pound-feet of torque, for an increase of 15 hp and 15 lb-ft over the previous models. The 2006 330i sedan is replaced by the 2008 BMW 335i, featuring BMW's new 3.0-liter twin-turbocharged inline-6 producing 300 horsepower and 300 pound-feet of torque. That's an increase of 45 hp and 80 lb-ft for the 2008 335i sedans and wagons.
Model Lineup
BMW's line of 3 Series sport sedans and wagons includes five distinct models. True to BMW tradition, all are powered by a variant of the company's inline six-cylinder engine, with a standard six-speed manual transmission. All-wheel drive is offered on both sedan and wagon, and BMW's six-speed Steptronic automatic ($1,275) is optional on all models. The BMW 328i ($32,400) and 328xi ($34,300) sedans are powered by a 225-hp 3.0-liter six. This high-tech engine is the first in mass production with a magnesium alloy engine block, to trim weight. It's light, powerful for its size and fuel efficient. The 328xi comes with BMW's x-Drive permanent all-wheel drive system. The 328s comes well equipped, with automatic climate and headlight control, a climate-controlled center console, heated washer nozzles, rain-sensing wipers, a power moonroof, 10-speaker AM/FM/CD and BMW's self-braking Dynamic Cruise Control. Burr walnut trim is also standard, with BMW's Leatherette vinyl upholstery. Lighter poplar trim and aluminum are available as no-charge options. The 328i Sports Wagon ($34,300) and 328xi Sports Wagon ($36,100) are equipped comparably to the sedans, with the 225-hp engine and all-wheel drive for the xi model. The big difference, of course, lies behind rear roof pillars and seats, where the wagons offer more load-carrying potential and versatility than the sedan, with a rear tailgate and rear window that can be opened separately. The 335i sedan ($38,700) features a twin-turbocharged six-cylinder the generates 300 horsepower. The 335i also adds standard equipment, including eight-way power seats with memory, xenon adaptive headlights that turn into a curve with the car, and BMW's 13-speaker Logic 7 stereo, with two subwoofers and surround-style digital sound processing. Beyond the 6-speed automatic transmission, there are three major option groupings. The Premium Package ($2,450 of the 335i, $3150 all other models) adds Dakota leather upholstery and a number of conveniences, including Bluetooth cellular phone interface, power folding side mirrors, a digital compass in the rear-view mirror and hardware for BMW Assist, the telemetric package that provides safety, convenience and concierge services. After the first year, you'll pay for the subscription. The Sport Package ($1,500) includes sporting suspension calibrations tuned by BMW's M performance division, more heavily bolstered sports seats and a wheel/tire upgrade: 17-inch alloys with W-rated performance tires for the 328s; 18-inch for the 335i. Finally, the Cold Weather Package ($600-$1000, depending on model) adds electrically heated seats, high-intensity headlight washers and a split-folding rear seat with ski sack. BMW's Active Steering system ($1,250) and radar-managed Active Cruise Control ($2,200) are available as stand-alone options on the 3 Series, as is a DVD-based navigation system ($2,100). Sirius satellite radio hardware ($595), the Logic 7 stereo ($1,200) and power rear-window and manual side rear-window sunshades ($575) are also available as standalone options, as are most of the individual components of the three packages, including the split-folding rear seat ($475) and BMW Assist ($750). BMW also offers various dealer installed accessories. In all, there are more than 600 choices in equipping the 3 Series sedans. Safety features include dual stage front-impact airbags that deploy at different rates depending on the severity of impact, front side-impact airbags and full-cabin head protection airbags. BMW no longer offers rear side-impact airbags on the 3 Series, on the basis that few buyers took the option, and that the protective benefit does not exceed the risk of airbag related injuries. Active safety features, designed to help the driver avoid collisions, include Dynamic Stability Control and the latest generation antilock brakes. The ABS preloads the brake pedal when the driver suddenly lifts off the gas pedal, and includes a feature that lightly sweeps the brake discs dry every 1.5 seconds when it's raining.
Walkaround
The 2008 BMW 328i and 335i sedans are recognizable as BMWs in an evolutionary way, but they are substantially different from the more familiar, previous-generation models. For starters, they are the largest 3 Series cars ever. They're more than two inches longer and three inches wider, and wheelbase has increased 1.4 inches. Most of the increased exterior dimensions translate into more interior space, particularly in the back seat. The 3 Series shares many of its design features with BMW's other sedans. Some critics claim the 3 Series has been spared: that it has not suffered from some of the styling excess in BMW's current 5 and 7 Series. Certainly the approach with the 3 Series has been more conservative, and it's easy to understand why. This car accounts for nearly half of BMW's income. Nonetheless, spared is not a word we'd use. The 3 Series has BMW's traditional double beam headlights, now under clear covers that wrap around the corners and taper to a point to emphasize the car's width. In profile, the sedan's front and rear overhangs seem even shorter than before. The hood line continues past the windshield pillars all the way to the rear, while the roof line is rounder than before. Design is the most subjective of all automotive traits, and clearly the 328i and 335i retain some basic BMW qualities or character. Yet in certain respects they also look more generic than their predecessors. The sides are basically flat planes with a single crease below the door pulls and above the wheel wells, but the ends of the car are busier, and we've yet to discover cohesion to the design. Particularly in rear view there are lots of lines, and in this aspect the 3 looks as if it might have been designed in Asia rather than Munich. In short, we're still getting used it. One thing is certain. Larger wheels and tires filling the wheel wells are almost always a good thing for appearance's sake, and we like the 328i and 335i better with the wheel upgrades (to 17-inch on the 328i and 18-inch on the 335i). The 335i can be distinguished from the 328i by more than its wheels. The 335i's windows and grille slats are trimmed with chrome, while that slats across its lower front air intakes are body colored rather than black. The high-tech theme that permeates the 3 Series sedans is even visible from the outside. The 335i comes standard with adaptive bi-xenon headlights that turn with the steering wheel to aim into a curve. All models have BMW's adaptive brake lights, which are based on the idea that drivers in the cars following a 3 Series will know when the 3 is attempting a panic stop just by the brake lights. The LED lights illuminate more intensely, over a larger area, when the driver applies the brakes full-lock or when the ABS operates. The trunk is larger than ever. With 12 cubic feet of space, it gives the 3 Series sedan a trunk that's more competitive, if not best in class. Moreover, the trunk opening is considerably larger, making it easier to get things inside, and the additional trunk volume does not count a new divided storage bin under the load floor (where a spare might have gone, if not for the 3 Series' run-flat tires). There's also a drawer hanging under the rear interior shelf to take better advantage of what is often useless space. The sedan is also available with a split-folding rear seat and ski sack, which expands cargo space into the rear of the cabin. Redesigned for the 2006 model year, the 3 Series Sport Wagon is identical to the sedan from the center roof pillar forward. Rearward, its roofline tapers slightly all the way to the rear of the car, while the bottom line of the rear windows tapers upward slightly, creating something a of teardrop shape. Roof rails are standard. The wagon's rear gate opens electrically, with a switch on the key fob or dashboard, and swings high for easy access to the load floor. A reflector on the bottom of the gate adds an element of safety in darkness. The glass rear window opens separately, which is convenient for quickly loading a lightweight items.
Interior Features
What's New for 2008: Climate control knobs in the 3 Series sedan are now trimmed with the same Galvanic Silver plastic that surrounds the start button. The three-spoke steering wheel with the Sport Package is finished with the same material. The 3 Series cabin takes the best of several ideas introduced in the larger BMW 5 Series and 7 Series sedans, synthesizes them for a smaller car and improves them in the process. We aren't completely enamored with everything inside, but we have few real gripes. The 3 Series sedans no longer have a keyed ignition switch, relying instead on a slot-type key fob and a starter button. We don't love it. It sometimes seems balkier than a regular key. The fob slides into a slot next to the steering column, and you push the button to fire up. The benefit of this design? We're not sure. The Comfort Access option makes everything automatic: With fob in pocket, the doors unlock automatically as the driver approaches, and the seats are waiting in their proper position. The driver just pushes the start button, and pushes it again when it's time to get out. These systems are not our favorite feature and sometimes seem like the answer to a question no one is asking. Seats have long been 3 Series strength, and the new ones are better than ever. Even the standard-trim front buckets provide excellent support without feeling too hard. The manual adjustments work great, though we recommend using them when the car is parked. The 335i gets power adjustments with three memory positions and they are coded to the key. The power seats that come with the Sport Package are outstanding. Additional back and bottom bolstering make them a bit harder to slide into, but we'd rather have them during a spirited drive. The instrument panels have a pronounced horizontal format, with more community and less driver orientation than before. There are actually two: The standard setup has a single bubble, or hood, over the instrument cluster, while the optional navigation system has a dash that accommodates the system with a second hood. The front door panels are different on each side, as well. The passenger side has a sloped, vertical door pull, while the driver's door lays the door pull horizontally in the arm rest. Moreover, the new doors address one of our biggest gripes with previous 3 Series cars. Window switches are now clustered near the driver's arm rest, where they're easier to locate without glancing, rather than spread around the shifter on the center console. The soft vinyls and plastics in the 3 Series sedans are an improvement in both touch and appearance compared to previous generations, and they put the car more closely in line with the best cars in this class. Burr walnut trim is now standard, and there's a lot of it on the dash and doors. BMW's Leatherette vinyl is not the least bit tacky. The optional leather is soft and thick. The new 3 Series follows BMW's tradition of soft orange backlighting for the instruments. Some will like it, some won't. The automatic climate control that comes standard features separate temperature adjustments for driver and front passenger. A mist sensor measures moisture on the windshield and automatically adjusts the defroster, while a heat-at-rest feature keeps the cabin heating on for a time after the car is turned off. The standard in-dash single-CD player is easy to operate and sounds good, with 10 speakers and separate subwoofers under the front seats. The orange readout on it is almost invisible when wearing polarized sunglasses on a sunny day, even though similar orange readouts for the climate control are perfectly readable. Switching between AM and FM and other modes is difficult and complicated while driving. The 335i comes with an upgraded system called Logic 7. This system adds wattage and three speakers, with the latest digital sound processing and surround technology. Audio controls on the steering wheel work well, once they're mastered. BMW's multi-layer, mouse-style iDrive interface is optional in the 3 Series sedans, but if you want the DVD-based GPS navigation system, you'll have to take iDrive. We'd probably do without the navigation system just to avoid iDrive. We hate it, and have encountered few people who remotely like iDrive. We cannot to figure out how to perform simple tasks on iDrive such as calling up a map of the area on the navigation system or pre-setting radio stations without consulting the owners manual. We would not opt for iDrive on a 3 Series car and we would consider not purchasing a BMW 6 Series or 7 Series car just to avoid iDrive. However, in certain respects the 3 Series cabin is more user-friendly than ever. There are more storage pockets and nooks than before, and those in the doors are much larger. The new climate-controlled center console is a huge improvement, in both function and appearance. So are the cupholders. Rear-seat accommodations are substantially improved over pre-2006 models, as well. For starters, the rear air vents can be separately adjusted for both temperature and air volume. There's more space, particularly in front of the knees. Remember: this is still a compact car, and rear passengers with long torsos will still feel hair rubbing on the headliner. The center position is still best left to children. Nonetheless, the rear seat feels more spacious than before, and puts the 3 Series on better footing with the roomiest cars in the class. Compared with a mid-size car, though, rear-seat accommodations are not a strength. With improved cargo capability, the 328i Sports Wagon is an alternative to a small SUV. From the handling, accelerating or braking standpoints, it gives up nothing the 328i sedan, and it adds a dimension of utility. Cargo volume increases from 12 cubic feet in the sedan's trunk to 24.8 cubic feet, floor to ceiling, with the rear seat in place. With the rear seat folded forward, the 3 Series wagon can swallow 60.9 cubic feet of stuff, or more than the typical small SUV and slightly more than the larger BMW 5 Series wagon. The load area is flat, too, which is good for dogs and cargo. The cargo area in the wagon is fully lined with thick, soft carpet, and it's full of convenient features, including separate enclosed bins, cargo straps, bag holders, a power point, a cargo cover at seat height and a roll-out cargo net. The wagon is available with all-wheel drive, giving it good winter-weather capability.
Driving Impressions
BMW's 3 Series has always been about the driving. It has many of the attributes of a sports car with the practicality of a sedan. It offers rear-wheel drive and manual transmissions in a class increasingly dominated by front-wheel drive and automatics. Driving has never been much better than the 3 Series, or at least not with seating for five, decent mileage and a high level of all-season comfort. BMW's x-Drive permanent all-wheel-drive system greatly enhances all-season capability, not a traditional strength of these cars. 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. The 2008 3 Series sedans are true to their predecessors, with a couple of caveats, in our view. The typical BMW buyer will likely appreciate the technology built into the new 3, and particularly the electronic skid-control wizardry. Enthusiasts, however, may pine that the 3 Series' purity has been lost. The heart of any BMW is its engine, and those in the new 3 Series 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. In both the 328i and 335i sedans, the engine is fantastic. No one will feel short-changed on performance if they make the more economical choice of the 328i. Either engine delivers quick acceleration by any standard: 0-60 mph times of 6.3 seconds for the 328i and 5.4 seconds for the 335i when equipped with manual transmissions, according to BMW. We found the 328i fun to drive, with good throttle response that made us feel a class above other cars in traffic. Our bright red 328i sedan had the manual, which was smooth and precise, easy and enjoyable to flick between gears. It was also quick and easy shifting from first to reverse and back when parking. Clutch pedal effort made taking off easy, without having to think about it. Shifting was so easy that the clutch didn't need to be fully depressed. The 335i is, however, particularly enjoyable, with an engine that's stronger than any 3 Series engine before, short of the limited production M3s. What's best is its linear quality, or the steady supply of acceleration-producing torque at any speed. There's more torque down low than before, but the new engine pulls like a sprinter all the way to its 6800-rpm redline and never misses a step. Moreover, the joy of a straight six isn't hidden under the high tech. It sounds great, with an emphasis on clean mechanical noise from the engine bay rather than the tone of the muffler. The manual transmission is great, too. The shifter seems to have slightly shorter throws between the gears than before, and its operation is appropriate to a world-class sports sedan. The sixth gear adds even more flexibility to the 335i's power band and lowers engine revs at cruising speeds. The automatic we liked a bit less, but it's hardly disappointing. With six speeds, the same advantages apply here as with the manual. The automatic can be a bit slow to react with an appropriate gear change in Normal mode, but leaving it Sport mode pretty much solves the problem, with a slight payback in more abrupt shifting. Then there is the Steptronic manual mode, which allows manual gear selection by toggling the shift lever to the left. No problem with shift response when you do it yourself. The other half of the 3 Series equation has always been ride and handling. This is the prototypical sports sedan, or about as close as you can get to sports car driving dynamics in a practical sedan. For 40 years, the 3 Series had defined that mix: rear-wheel drive, great steering feel and balance between the front and rear axles. Moreover, the 3 had always delivered an impressive balance between ride and handling. The fun never comes at the expense of beating up the passengers inside. The 328i and 335i sedans ultimately hold true to this heritage, as we first discovered on a slick race track in rural Spain. The perfect balance front to rear, the right touch of suspension compliance, the smooth torque delivery is all there, and for the better part of an afternoon we clipped apexes and managed power slides and just had a ball. We had to turn off all the gizmos to do it, however. 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. The 3 has BMW's most advanced Dynamic Stability Control chassis electronics yet, with more sensors measuring more things than ever before. It also more aggressively integrates BMW's Active Steering into the skid-control scheme. Active Steering is designed to eliminate the compromises inherent in conventional fixed-ratio rack-and-pinion steering. Active Steering speeds the steering up to reduce steering input, or sawing on the wheel, at low speeds, and slows it down at high speeds so a sneeze or twitch doesn't dramatically turn the wheels and send the car drifting toward a concrete abutment. BMW's active system has an electrically operated transmission on the steering shaft. It reduces steering wheel movement from three turns lock-to-lock in the old 3 Series sedan to 1.66 turns in the new one. But there's more to the active steering story. The motor that varies the steering