2010 BMW 3-Series snapshot
Starting MSRP $33,15 -$45,000
EPA Fuel Economy 17-18 MPH(CITY)/ 25-28 (HIGHWAY)
Available Engines 230-hp, 3.0-liter I-6 (premium)
Available Transmissions 6-speed automatic w/OD and auto-manual 6-speed manual w/OD
New or Notable
• 230-hp inline-6 cylinder engine
• Coupe, sedan, convertible or wagon
• RWD or AWD
• Optional iDrive control system
• Manual or automatic transmission
What We Like
• Smooth inline-6 power
• Intuitive handling
• Communicative steering
• Strong brakes
• Much-improved iDrive
What We Don’t
• Rubbery manual shifter
• Small cabin
• Many luxury features cost extra
• Small trunk
• Crash tests for convertible
It takes a car like the BMW 3 Series to remind me that driving can still be fun; that the 3 is also livable during the daily grind is equally impressive.
The 3 Series comes in 328i and 335i variants, with normally aspirated and turbocharged six-cylinder engines, respectively. There’s also a high-performance V-8-powered M3 and a diesel 335d; we cover the M3 separately. What kind of engine is available in each body style varies, but you can get a 3 Series in coupe, sedan, wagon or retractable-hardtop convertible layouts, most of them with rear- or all-wheel drive. I drove an all-wheel-drive, stick-shift 335i coupe.
Exterior and styling
The current 3 Series sedan arrived for the 2006 model year. It’s a conservative design that takes few risks, even in coupe form — unusual restraint from an automaker responsible for the more controversial prior-generation 7 Series, the outgoing 5 Series and the current X6. If the 3 Series is BMW’s bread and butter, perhaps it’s a good thing the automaker stayed the uncontroversial route.
Sixteen-inch alloy wheels adorn the 328i sedan and wagon. Other 328i and all 335i models get 17s.
The moves
The 230-horsepower 328i moves more capably from stoplights than its 200 lbs.-ft. of torque would suggest. Highway passing power feels modest, however, and you’ll want to pay close attention during your test drive if you’re getting the optional six-speed automatic.
The turbocharged 335i moves swiftly at any speed. I found usable passing power as low as 1300 rpm. Push harder, and a hint of turbo lag precedes a surge of power that doesn’t build so much as it stays there, even as the tach needle heads toward its redline. If all-out punch is what you want, the 335i delivers more of it at any speed than its competitors.
The six-speed automatic that’s optional on the 335i is different from the automatic in the 328i; I’ve driven only the stick-shift 335i. The diesel-powered 335d, meanwhile, comes only with a six-speed automatic. Upshifts and downshifts are relatively smooth, though the latter are rarely needed. With 425 lbs.-ft. of torque at just 1750 rpm, the 335d can scoot comfortably around slower traffic in sixth gear. Diesel engines are renowned for their fuel efficiency, and proof comes in the 335d’s EPA-rated 23/36 mpg city/highway.
Brakes are a BMW forte, and my tester’s antilock discs didn’t disappoint. The 328i has smaller brake discs than do the 335i and 335d.
My tester’s xDrive all-wheel drive proved unflappable, with virtually no wheelspin on icy roads. City drivers should also take note: xDrive increases the 3 Series’ turning circle from a relatively tight 36.1 feet to a so-so 38.7 feet.
Ride and handling
Absent a sport-tuned suspension, my test car absorbed bumps with unexpected aplomb. It’s not the quietest car over potholes and expansion joints, but the rough patches never left me wishing I were driving something softer.
The steering wheel unwinds to center naturally, with none of the pockets of inexplicable numbness or sudden resistance that many European cars exhibit. It provides excellent turn-in precision and good feedback. With just a hint of understeer at the limits, the 335i displays a degree of balance that had me grinning.
Introduced in the early 2000s, BMW’s Active Steering system varies steering ratio in addition to the usual assist.
The inside
Cabin materials are good, with plenty of padded surfaces and tasteful metal trim. Radio and climate controls are easy to find and use, if a bit rickety in certain areas, and my test car’s heated seats worked quickly. BMW’s fourth-generation iDrive system, which uses a knob to control the optional navigation system, has a vastly improved interface compared with earlier iDrives. My test car’s iPod-compatible CD stereo, on the other hand, delivered mediocre sound.
The optional leather seats have supportive cushions and large enough side bolsters to hold you in place on curvy roads.
For a two-door car, the 3 Series coupe’s back seat isn’t bad. Adults should find enough headroom and legroom for short trips.
At 12 cubic feet, the 3 Series sedan’s trunk is small. Folding rear seats are optional in the 3 Series sedan but standard in the coupe, wagon and convertible.
Safety and reliability
The 3 Series sedan earned the top score, good, in front- and side-impact crash tests by the Insurance Institute for Highway Safety. The convertible scored good for frontal impacts but marginal for side impacts. IIHS cited poor torso protection for front occupants and poor head protection for rear ones.
Standard safety features include antilock brakes, an electronic stability system and dual front and side-impact airbags. Convertibles add front knee airbags and head extensions for the side-impact airbags, while the coupe, sedan and wagon have two-row side curtain airbags.
Overall reliability for the 3 Series has been average across the board.
Features and pricing
The 328i sedan starts at $33,150; standard features include dual-zone automatic climate control and a CD stereo with an auxiliary MP3 jack. Leather upholstery and an iPod/USB adapter are part of a no-charge Value Package on the 328i sedan and wagon; they cost extra on most other cars. Typical of a lot of European cars, you’ll also have to pay extra for things like heated power seats and a moonroof.
The 335i starts at $40,600 in sedan form. The diesel-powered 335d sedan runs $43,950 but is eligible for a $900 tax credit.
3 Series in the market
Crowd-pleaser styling, engaging performance and an array of configurations still add up to little reason to doubt the 3 Series’ continued popularity.
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