tBlog - Mylink's Auto

At that point, the first 3 Series car, the 320, had been on sale in Europe for nearly two years; it was a handsome replacement for the boxy 2002, the original Ultimate Driving Machine. But while the 320 had a come-hither price of less than $9,000 — almost unimaginable in today’s world of six-figure performance cars — it had come only a 4-cylinder engine.

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The new 6 changed that, though only for Europeans. It would be seven more years before BMW would entrust Americans with the smooth-running, more powerful engine.

The 320 became a legendary success, igniting sales and helping to transform the Bavarian automaker from a niche brand to a respected mass-market player. But in 1984, BMW replaced the beloved 320 with two new derivatives: the 318i, perhaps the crummiest Bimmer ever, a gutless wunderkind that cost twice as much as the 320, and an even pricier 6-cylinder upgrade.

Buyers proved willing to pay dearly for straight 6’s, and over the next 20 years they did so in ever higher numbers. In the same period, the basic engine architecture and output changed relatively little.

For 2007, BMW has brought out new fifth-generation coupes, the BMW 328i and 335i, cheering enthusiasts who haven’t seen a new two-door 3 Series since 1999. Both cars have new 3-liter in-line engines, which BMW insists are its most sophisticated 6’s yet.

But as BMW celebrates the pearl anniversary of its 6-cylinder 3 Series (in case you’re thinking of sending a gift), I find myself wondering, “How much longer can this go on?” The in-line 6 has, arguably, come to define this car. But insomuch as horsepower expectations escalate from year to year, where else can BMW go with its 6-shooter? From a development standpoint, will they still be viable power plants seven or eight years from now, when the sixth-generation 3 Series arrives?

Never suggest to anyone at BMW that a V-6, now the power plant of choice for most competitors, might be a better alternative; that’s as heretical as suggesting that sauerkraut is too sour, that wiener schnitzel ought to include wieners or that iDrive controls were a blunder.

BMW doesn’t easily change course. The basic layout of six cylinders in a row produces a velvet-smooth, almost vibration-free supply of power. But V-6’s, while less smooth, have often been coaxed into generating more horsepower and torque — outrageous amounts, in fact, if they are turbocharged to force in more air for combustion.

To get more power from in-line 6’s, BMW has made them rev ever higher, and increased their displacement. As size grows, however, fuel efficiency declines.

For its 2007 models, and to one-up its competitors in the horsepower wars, BMW had to adjust its conservative corporate mindset and reconsider its decades-old stance against turbocharging. BMW always believed the tradeoff for turbocharging would be searing-hot operating temperatures, poorer fuel economy and unacceptable throttle lag while the turbos spooled up.

But technology advances have changed the game. The latest turbochargers can work more precisely with direct fuel injection, yielding a broader power band and unexpectedly better mileage.

The new 335i’s 3-liter engine has twin Mitsubishi turbochargers and is rated at 300 horsepower and 300 pound-feet of torque. The outgoing M3 supercar, with its larger 3.2-liter, 333-horsepower 6, can barely outrun it. Car and Driver magazine reports that the 335i’s 0-to-60 m.p.h. time of 4.9 seconds is just 0.1 second slower than the current M3, which costs at least $7,000 more.

The 335i, however, consumes far less fuel than the M3; the new coupe carries a rating of 20 miles a gallon in town, 29 on the highway, compared with the M3’s 16/23.

The only lag I felt was around 1,500 r.p.m., when I tried to leave cellphone yakkers and other slowpokes behind. The six-speed manual transmission seemed to have more gears than it needed; usually, when I wanted to do something in a hurry, I wasn’t anywhere near the right gear. I actually preferred the automatic, which can pick the proper gear faster than mortal man.

I also preferred driving the nonturbocharged 3-liter engine in the 328i, which delivers better economy (21/29 m.p.g.) and is faultlessly direct in its throttle response. The 328i’s 230-horse engine has 46 more horses than the 2.5-liter engine it replaces.

For now at least, the 3 Series sedans — new for the 2006 model year — retain different engines from the coupes, though the 335i’s turbo 6 may become an option on the sedan next year. A convertible model (with a retracting hardtop) will be introduced in January at the Detroit auto show; BMW convertibles usually share their engines with the coupes. The rollout will continue next year with a new M3 coupe.

Externally, the coupes share family resemblances with the sedans, of course, though BMW says it made a serious effort to differentiate them. Put coupe and sedan photos side by side and try to spot the differences; no points are given for noting that the coupe has two fewer doors.

The coupe is roughly two inches longer and sits nearly two inches lower than the sedan, although each rides on the same chassis. Handling characteristics feel similar. An optional sport package for the 335i nicely fills the fender wells with 18-inch Bridgestone Potenza tires on alloy wheels. Even with the firm sport suspension and the run-flat Bridgestones, the 335i’s ride remains compliant enough to avoid the M3’s denture-rattling harshness. Large brakes (13.7 inches in front, 13.2 inches in the rear) are good for 160-foot stops from 70 miles an hour.

To compensate for the heavier twin-turbo, the 335i went on a diet, with slimmed down body panels and plastic front fenders.

Fortunately, the driving experience loses nothing in this painstaking redesign; handling is still crisp, precise and rewarding. Above 75 m.p.h., the optional active-steering system provides better on-center feel — a worthwhile feature in West Texas, where the limit was recently raised to 80 m.p.h.

The driving position is well suited to high-performance driving, but the seats were as hard as Adirondack chairs. I much prefer the cushy seats in the BMW 5 Series.

As usual, the indecipherable instrument panel is a black forest of buttons, and the annoying iDrive controller has migrated like a virus to this platform. (Fortunately, iDrive comes only with the optional navigation system.) So layer upon layer of redundant switches, dials and toggles have been added to compensate for the system’s shortcomings. (Wasn’t eliminating switches the reason iDrive was developed?)

During this test, I did peruse the 244-page owner’s manual to unlock some of iDrive’s mysteries. It does have some useful features, if you can twist, click and beat on it accurately enough to navigate its labyrinth of menus — while driving 80 m.p.h. (recommended in West Texas only) and balancing a scalding-hot latte.

That brings me to the twin-turbo cup holders. These engineering marvels boing out of the dashboard on either side of the glove box — often when you don’t want them to.

They will hold the aforementioned latte, though not a 44-ounce Super Big Gulp. (Hello again, West Texas!) While deployed, the cup holders will also remove the kneecaps of inattentive front-seat passengers as they enter or exit the vehicle.

There is little need to discuss rear passengers, because there are unlikely to be many. Any adult consenting to climb back there risks being speared by the odd seat belt presenter arms that stick out to make the front belts easier to find. Only two legroom-challenged rear seating positions exist.

These are mere nitpicks, if you will, about what is still the world’s quintessential sport coupe. Inarguably, it’s the best 3 Series coupe yet. What is arguable is whether you will be happy with the ever-escalating price. BMW says the new coupes cost less than the cars they replace, when comparably equipped. Technically that’s true if you count new and possibly unwanted features like the power moon roof, but the bottom line is that the price of admission has ballooned to $35,995 for the 328i and $41,295 for the 335i. A loaded 335i can easily top $52,000.

If that price doesn’t scare you, you may want to wait for the new M3 due next year, which will reportedly make 400 horsepower. But, get this: the latest version of that car, hitherto the ultimate 6-cylinder driving machine, will be powered by, yes, a V-8.

INSIDE TRACK: An unbearable lightness of quintessence.