3 Series (F30) BMW 3-Series (F30) First Drives/Tests Thread

[Merc1]

The reviews are going to start shortly, Autocar has already posted a teaser video of their first test drive:

BMW 3-series video review trailer - Autocar.co.uk


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[mini_cooper4]

Looks great in this corner

 

[-=Hot|Ice=-]

That front end has to grow on me. Sounds mean though.

 

[Merc1]

Automobile Magazine - First Drive: 2012 BMW 328i

The sixth generation of the BMW 3-series arrives this February in the United States—in sedan form, at least—and it’s safe to say that the biggest question on the mind of most enthusiasts is: Did BMW screw it up?

That is the key question, in part, because BMW has shown a penchant for messing with things that didn’t need to be messed with. From matters as big as its exterior designs, with “flame surfacing;” and the replacing of dedicated buttons and switches with iDrive; to ones as small as ditching the mechanical turn signal stalk switch for an electronic one, BMW has demonstrated that it sometimes does not know when to leave well enough alone.

It is also a question because the outgoing 3-series is not a car that was crying out for improvement. In fact, most of us would say that even at the advanced age of six, the current-generation 3-series is still the most desirable car in its class. Witness its appearance, yet again, on Automobile Magazine’s All-Stars list for 2012.

The chief reason that the 3 continues to win accolades is the way it drives. A glance at the specs of the new car, however, provides some reason for apprehension. The new 3 is larger, the iconic straight six has been replaced with a turbo four, the steering switches from hydraulic to electric assist, and regenerative braking has been added. Those are all changes that can affect the delicate formula for a near-perfect sports sedan, even for a company with as much experience at it as BMW.

At least the design of the new 3-series (the F30, to the BMW fetishists) is unlikely to put many people off, as it hews closely to the previous car. The most noteworthy—and strangest—element is the way the headlamps bleed into the grille. Other, less controversial aspects of the design include a hood that dips down toward the front (helping to achieve a .26 cD) and the slight forward lean of the twin-kidney grilles, which hasn’t been seen since the E30 3-series of the 1980s. Compared to the outgoing, E90 sedan, the new version has grown by 3.7 inches in length while the wheelbase has been stretched 1.9 inches. That means the car’s trademark ultra-short overhangs have become slightly longer, by approximately one inch at both ends. The width, at least, was held in check (actually decreasing fractionally) and yet the front and rear tracks are both more than an inch wider. Impressively, the new 3-series has gotten larger without getting heavier. BMW claims that, on an equipment-adjusted basis, the F30 is a tad lighter than its predecessor. At 3460 pounds, the 328i is also lighter than the Mercedes-Benz C250 or the Audi A4 2.0T.

At the launch event, the BMW people couldn’t stop talking about the three Lines, which essentially are optional trim levels (above the base car). Each one tweaks the look ever so slightly, with its own eighteen-inch wheel design, variations to the grille slats and the lower air intakes, the mix of chrome and gloss black trim, and the interior décor. The Modern Line has a monochromatic interior, with a beige dash, steering wheel, and gauge faces in place of the usual black. The Luxury Line is more traditionally outfitted, and uses the most chrome; both Modern and Luxury include leather. You’ll likely be most interested in the Sport Line, not for its leatherette upholstery, aluminum interior bits, and red accents, but instead because it comes with sport seats and a lowered, sport suspension. (The Sport Line effectively replaces the sport package.) An M Sport version takes things a bit further, with restyled lower bodywork and Alcantara upholstery, but it doesn’t arrive until summer.

All three Lines are available on both the 328i and the 335i. The 335i returns with its 300-hp, 3.0-liter turbocharged straight six; in place of the previous six-speed automatic, there is a new eight-speed. It’s a no-cost option over the standard six-speed manual. The 328i has the same two transmissions, but its bigger change is in the engine room. The normally aspirated straight six is gone, and in its place is the new, N20, direct-injected four-cylinder turbo.

This swap has already taken place in the Z4 and the 528i, so perhaps you already know that this engine displaces 2.0 liters and features a twin-scroll turbocharger. In the 328i, it makes 240 hp and 260 pound-feet of torque (both of those output figures are better than the old six’s). Like the turbo six, the turbo four can be had with all-wheel drive—that is, once xDrive arrives next fall. Next fall also will see the first-ever 3-series Active Hybrid, pairing a six-cylinder with an electric motor.

Of the U.S.-market cars, the 328i with the eight-speed automatic is the version that BMW had on hand for us to try. A Sport Line model in Melbourne red, it was also brimming with all the equipment that’s new to the 3-series, including the adaptive M suspension (an option exclusive to the Sport Line), variable sport steering, and a phalanx of electronics: a head-up display, lane-departure warning, blind-spot warning, a rear-view camera with surround view, and hands-free trunk opening.

The latter proved somewhat disappointing, as wiggling a foot under the rear bumper failed to produce the desired effect and felt as ridiculous as doing the Hokey Pokey. But then at last the trunk popped open and we threw our bags inside (sensors recognize the motion and the key in your pocket). We should at this point mention that cargo volume has improved by 1 cubic foot.

Given the greater stretch between the axles, it’s no surprise that the 3-series cabin has more space than before, particularly in the rear seat. Six-footers will find decent legroom, generous knee clearance, and adequate headroom. Up front, the driving position is familiar, which is to say great. There’s a fat-rimmed, small-diameter steering wheel; a large dead pedal; and the driver sits in close proximity to a fairly upright windshield.

All F30 3-series come standard with iDrive and a free-standing 6.5-inch screen—cars equipped with navigation get an 8-inch screen. The iDrive logic still requires more steps than should be necessary to perform many functions, but there are physical controls for many of the most-used items, including the climate controls and much of the audio system. As is typical of BMWs, the layout of all lesser controls is above reproach. The BMW faithful will find everything right where they expect it, and newbies to the brand will have no trouble adjusting. The interior design has more slashing angles than before, but the cabin still looks like a BMW. Materials quality, while not lavish, has no evident lapses.

Our first drive took us through some stop-and-go suburban driving before we got out into the countryside, where a long series of two-lane switchbacks delivered us to Montserrat, and then on to our hotel. The 2.0-liter four doesn’t have quite the sophisticated thrum of a straight six at start up, but the engine boasts a trick flywheel and two counter rotating balance shafts that help make it quite smooth at idle. Run it up the tach and it emits a satisfying growl. With an additional 60 pound-feet of torque compared to the old six, it also moves the 328i with verve. The car zips from 0 to 60 mph in 5.9 seconds (factory figures), which is a full second quicker than the previous 328i with its six-speed automatic. Paired with the manual, the turbo four is even quicker, reaching 60 mph in 5.7 seconds (0.6 second quicker than before). With peak torque coming in at a low, 1250 rpm, the car is energetic right off the line, and the boost is beautifully integrated.

Of course, the four’s main mission is to improve fuel economy. EPA figures are not yet available, but in the 528i paired with the same eight-speed automatic, this engine manages 23/34 mpg (city/highway), and it should do at least that well here. That’s far better than the previous 18/28 mpg. Helping the cause is an auto start/stop system and regenerative braking, which are standard in both 3-series models. Unfortunately, the auto start/stop isn’t quite as seamless as it is in a good hybrid, as it creates a little shudder on restart (the system can be disabled with a button next to the ignition). The regenerative brakes, on the other hand, are much better than those in most hybrids but are still a little grabby in light pedal applications.

Standard on the new 3-series is a drive mode rocker switch, to toggle among four settings: Eco Pro, Comfort, Sport, and Sport-plus. Eco Pro is part of BMW’s Efficient Dynamics push, and it reduces the drag on the engine by running systems such as the air conditioning and the seat heaters at less than full capacity. That’s fine, but it also remaps the throttle to kill engine responsiveness, and it tries to coach you by showing little nagging icons on the dash, suggesting that you slow down and let off the gas. We quickly grew tired of Eco Pro.

Switching between Comfort and Sport also alters throttle mapping and transmission shift strategy, as well as steering effort and damper firmness (with the optional adaptive suspension). Sport-plus is the same as Sport, but switches the stability control to dynamic mode. Steering effort in Comfort mode is a little lighter than the BMW norm, so we preferred Sport. In either mode, however, the variable sport steering provided a little too variable over the fast switchbacks, providing more lock than we thought we’d asked for. Overall, though, it’s nowhere near as weird as BMW’s active steering (which it replaces), but we’d still skip it.

We have no such reservations about the suspension, which exhibits all the athleticism we’ve come to expect here. That was particularly in evidence over five rainy laps of the Circuit de Catalunya, where the new 3 really came into its own. The steering, which we had been thinking was a bit less communicative than the delightfully informative system in the previous car, here conveyed plenty of info about the front tires’ tenuous relationship with the wet tarmac. The chassis balance (weight distribution is 50:50) was also evident, helping us on the slick circuit to keep the car in the narrow band between front-end push and power oversteer. The dynamic stability control permits generous drift angles before pulling in the reins. It also can be switched off completely by holding down the DTC button; as ever, the 3-series lets go in a controlled manner and is easy to gather up. Even on the track, however, we could not discern much of a difference in firmness between the adaptive suspension in Comfort mode and in Sport. It may be that the changes in damping rates are only evident over bad pavement, and we didn’t encounter much of that in Spain. Nothing that we did find suggested that Sport mode would be unduly harsh, but the roads back home will be a better test of that.

Overall, our first drive shows the latest 3-series to have suffered hardly at all for the cause of greater efficiency. Yes, some aspects of the 3-series have been altered, and others have been improved, but that the overall character of the car has been maintained. And that’s a relief.

The Specs
2012 BMW 328i
Base price: $36,000 (estimated)
On sale: February 2012

Body style: 4-door sedan
Accommodation: 5-passenger
Construction: Steel unibody

Powertrain
Engine: 16-valve DOHC I-4 turbo
Displacement: 2.0 liters (122 cu in)
Power: 240 hp @ 5000 rpm
Torque: 260 lb-ft @ 1250–4800 rpm
Transmission: 8-speed automatic
Drive: Rear-wheel
Fuel economy: 23/34 mpg (city/highway, estimated)

Chassis
Steering: Electrically assisted rack and pinion
Turning circle: 37.1 ft
Suspension, front: damper struts, coil springs
Suspension, rear: multi-link, coil springs
Brakes: Ventilated discs, ABS
Wheels: 19-inch aluminum alloy
Tires: Bridgestone Potenza S001
Tire size, front: 225/40R-19
Tire size, rear: 255/35R-19

Measurements
L x W x H: 182.5 x 71.3 x 56.3 in
Wheelbase: 110.6 in
Track F/R: 60.3/61.9 in
Headroom F/R: 40.3/37.7 in
Legroom F/R: 42.0/35.1 in
Cargo capacity: 13 cu ft
Weight: 3406 lb
Fuel capacity: 15.6 gal


2012 BMW 328i - First Drive - Automobile Magazine


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[Merc1]

Car and Driver - First Drive: 2012 BMW 328i Sedan

Are you ready for a BMW 3-series capable of automatic hands-off parallel parking? A Bimmer smart enough to teach you hypermiling, one equipped with enough onboard cameras to scout locations for Warner Brothers? Welcome to the 2012 328i, BMW’s stab at charming the More Generation.

Test-driving the new 3-series this week in Spain revealed a shuffle of BMW’s priority deck. The current E90 3-series earned its respect and compact-sports-sedan supremacy with a double dose of driving fun backed up by laudable performance credentials. With the sixth-generation 3-series, BMW is reaching beyond mere dynamic attributes to stir comfort, convenience, and far higher efficiency into the mix. To appeal to those demanding everything from their daily driver—that “we deserve more” crowd—the new F30 is slightly larger inside and out and loaded with features hard-core drivers—the “we love our BMWs” set—never imagined.

The fifth-gen 3-series greeted its driver with a secret handshake: high-effort steering that bends the car smartly into every corner with total authority over body motion. The 2012 edition that arrives in February says “Have a nice day” with normal steering effort and a ride that glosses over pavement flaws the way cream cheese fills bagel crevices. Impact harshness is significantly reduced. But with more rubber between you and the road, the cornering response isn’t quite as crisp and hints of roll, heave, and pitch occasionally fluster the equilibrium. Adjusted to its most aggressive setting, the F30’s optional adaptive suspension provides less body control than outgoing E90 models.

Six Becomes Four (But There’s Still a Six, Too)

For almost 20 years, the 3-series faithful have enjoyed the spellbinding whir of inline-six engines that were seemingly sent from on high. While the 335i carries on with a single-turbo 3.0-liter six pumping out a handy 300 hp and 300 lb-ft of torque, there’s a new kid on the engine block with a point to prove. BMW’s new N20 2.0-liter four-cylinder powering the 328i sounds like a throwback to simpler times but that impression vanishes the first time its twin-scroll turbo pumps up 18.9 psi of boost and output swells to 240 horsepower at 5000 rpm. What this engine lacks in cylinder-count prestige, it more than makes up for with what may be a world record for vigor per cubic centimeter.

Teamed with a ZF eight-speed automatic (the only powertrain combo available for driving on our trip to Barcelona), the N20 purrs while cruising, then snaps to attention when the throttle is pressed. By 2000 rpm, it’s already high on torque; by 4000, it’s growling like a baby grizzly roused from hibernation; and by 6000 rpm, it’s threatening to rip a hole through the 7000-rpm (redline) ceiling. Thanks to balance shafts and a dual-mass flywheel, this engine never gets the shakes or stammers and it’s as genteel as a six when soft pedaled. A two-mode muffler corks the din during cruising, and then releases a rousing howl to accompany the stampede. While EPA ratings aren’t final, we’re expecting that the 328i’s highway mileage will reach the high 30s with the eight-speed automatic and that the combined rating might also crack the 30-mpg barrier. Those who pick the six-speed manual transmission will have to bear the loss of a couple of miles per gallon.

BMW claims the new four-cylinder is nearly as quick on its feet as the outgoing naturally aspirated six. That means a 0-to-60-mph run of about 5.7 seconds with the stick shift and 5.9 with the automatic. BMW rates the 335i’s 0–60 capability at 5.4 seconds with either gearbox.

Stiffer Structure, Duller Responses

This alacrity is partially due to the fact that BMW engineers avoided piling on weight in spite of the 2.0-inch wheelbase stretch and the 3.7-inch gain in overall length. To counteract the negative influence of more suspension rubber, the fully steel unibody’s torsional stiffness is a commendable 30-percent higher. While the suspension systems are carry-over in design—struts in front, multilink in back—every component has been fiddled with in some way to suit the new mission.

In addition to the slightly duller turn-in agility, we detected a brake pedal that’s a touch softer underfoot. Quicker stops require a mix of pedal pressure and travel in contrast to the mainly pressure-sensitive response provided by the E90’s setup. The 335i upgrades the 328i’s floating front brake calipers to more-rigid fixed four-piston calipers, which may erase this gripe.

Two power-assisted rack-and-pinion steering systems are offered. Base equipment is the speed-sensitive Servotronic arrangement that’s been available in the 3-series for ages. Replacing the evil Active Steering option, which had the bad habit of changing its ratio at precisely the wrong moment, there’s a new Variable Sports Steering option. Using rack teeth cut at different helix angles, this gear provides a ratio of 14.5:1 on center for poised straight-line stability and control, with a quicker 11.1:1 ratio at the extremes of steering lock to expedite parking maneuvers. An electric motor connected to the rack through a toothed rubber belt provides power assist proportional to both vehicle speed and the tempo of the driver’s steering commands. Variable Sports Steering trims the Servotronic’s 2.7 turns lock-to-lock down to a more wieldy 2.2 turns. Steering feedback is comparable to the outgoing 3-series in spite of the noticeable reduction in effort. The new steering system’s quicker ratios compensate nicely for the loss of response that—at least theoretically—accompanies any wheelbase increase.

Full Story: 2012 BMW 328i Sedan - First Drive Review - Car Reviews - Car and Driver


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[Giannis]

AutoExpress: New BMW 3 Series

We get behind the wheel of the all-new BMW 3 Series ahead of its launch in February 2012

Three really is the magic number for BMW. Ever since the first 3 Series made its debut in 1975, the sporty saloon has set the standard in the compact executive sector. It’s also the brand’s biggest money spinner, making up nearly a third of all BMW sales globally. So an all-new version is big news.

Dubbed the F30 by insiders, the sixth-generation 3 Series promises to be bigger, faster and more efficient than its predecessor. What’s more, it boasts powerful new engines, lightweight aluminium construction and a whole host of hi-tech extras.

But has BMW done enough to keep the 3 Series ahead of arch-rivals such as the Audi A4 and Mercedes C-Class? To find out, Auto Express grabbed the keys to what is expected to be the biggest seller in the line-up, the 320d, to deliver the definitive verdict on one of the most important new cars of 2012.

What’s immediately clear is that the brand hasn’t taken any risks with the styling. Viewed in profile, the handsome newcomer could easily be confused with its successful predecessor. There’s the same low slung nose, upright windscreen and trademark kink in the C-Pillar.

Yet move around to the front of the 3 Series and you’ll spot the bold new headlamps that flank the traditional kidney grille, while the rear of the car clearly takes its cues from the larger 5 Series.

Our Modern trim test car also gets a unique front bumper design and plenty of matt chrome trim. Further classy kerb appeal comes courtesy of the standard 17-inch, multi-spoke alloy wheels.

Inside, the 3 Series feels more upmarket than ever. The slickly designed dashboard is angled around the driver, while all the controls are perfectly sited. Better still, a wide range of wheel and seat adjustment makes it easy to get comfortable.

As you’d expect, the fit and finish are first rate and the switchgear operates with slick precision. High quality materials are used throughout, helping to give the cabin an executive feel. Yet we’re not convinced about the heavily textured wood trim that’s standard on Modern guise models - lesser models get more tasteful finishes.

Still, you’ll happily overlook this quirk when you experience the extra space on offer. The previous 3 Series suffered from a cramped cabin, but a 50mm increase in wheelbase means passengers in the back get a useful 15mm boost in legroom, plus there’s also 8mm more headroom. And while it’s no roomier than an A4 or C-Class, it is at least now up to class standards, as is the 480-litre boot.

Surprisingly for a BMW, there’s plenty of kit included as standard. All models get a 6.5-inch colour screen for the intuitive iDrive system, Bluetooth phone connection and climate control. Yet it’s still possible to go overboard with options.

Our car was fitted with mobile internet, surround view parking cameras and heated rear seats, as well as big car kit such as lane departure warning, blind spot monitoring and a full colour head-up display. However, all of these improvements and additions will be for nothing if the 3 Series isn’t as engaging to drive as its class-leading predecessor.

Under the bonnet is BMW’s familiar twin turbo 181bhp 2.0-litre diesel unit, which is a smooth, refined and punchy performer. Extensive use of aluminium in the car’s structure means it weighs around 40kg less than the old model, which helps it feel even more sprightly and further boosts efficiency - the 320d sprints from 0-62mph in just 7.5 seconds, but emits only 119g/km of CO2 and will return 61.4mpg.

Buyers can now also choose the firm’s excellent eight-speed automatic gearbox - a six-speed manual is standard. At £1,525 it’s not cheap, but it provides seamless shifts and lowers the CO2 emissions by a further 2g/km. Spend another £135 and you can add the Sport function, which speeds up the gear changes and adds crisp acting wheel-mounted paddles.

Turn into a corner and it’s clear the 3 Series has lost none of its poise and precision. With a perfectly balanced rear-wheel-drive chassis, strong grip, well-weighted controls and direct steering, it’s still the top choice for keen drivers.

Adding to the car’s appeal is the Drive Performance Control (DPC). Already seen in the new 1 Series, it offers EcoPro, Comfort and Sport modes – the former tweaks the engine settings for greater fuel efficiency, while the latter sharpens the throttle response and adds weight to the steering.

Our car also benefitted from the £750 M Sport adaptive damper package. This impressive piece of kit adds an even racier Sport+ mode to the DPC system that stiffens the suspension, virtually eliminating roll and further improving body control.

But it’s the change to the Comfort setting that is most welcome, as it allows the 3 Series to glide serenely over poor surfaces, with only big potholes and bumps upsetting its composure. Combined with the marked improvements to the 3 Series’s refinement and noise insulation, it makes the BMW one of the most relaxed and comfortable cruisers in the class. However, it's worth noting that experience with the similar system on the 5 Series suggests that standard cars are likely to have a firmer riding set-up.

Even so, even this issue fails to undermine the achievements of the new 3 Series. Its predecessor was still setting the class benchmark after six years in production, yet the newcomer improves on the old car in virtually every area.

On this showing it's going to take something very special indeed to knock the BMW off the top step of the podium. The best just got better.

New BMW 3 Series

 

[Zafiro]

Autocar

Autocar


What is it?
What’s most encouraging of all about this new, sixth-generation BMW 3-series is that, despite its very obvious eco credentials and its numerous technical innovations – which range from a dizzying new eight-speed, paddle-shift gearbox to an intriguing new ‘Eco Pro’ driver control system – it’s still just a good-looking saloon that drives rather beautifully at heart.
To the naked eye the new saloon may seem like business as usual, featuring a slick and elegant new style that looks both familiar yet more thrusting, all at the same, but beneath its new suit the F90 3-series is dazzlingly different from and, says BMW, infinitely superior to the car it replaces in every single area you can imagine. It’s more comfortable and more capable dynamically than before; better at pretty much everything it does, in other words.

In its entirety, the new range will span from the entry-level 316d at £24,880 to the 335i Luxury at £37,025. Later next year will come an even more of-the-moment Hybrid Active 3 model touting 335bhp/46mpg, and beyond that will follow a four wheel-drive model plus the usual estate, convertible and various M versions.
What’s it like?

I drove both the 320d and 328i at the launch, both of which were only available in Sport trim with the new paddle-shift gearbox and top-spec chassis and steering systems fitted (optional adaptive dampers and sport specification servotronic steering, in other words, all of which combined with the gearbox would add just under £6k to the price).
The first thing you become aware of when driving either car is that there’s an incredible lack of inertia when on the move. The new 3-series feels quite amazingly light on its feet, the 328i especially, and to begin with this can make it seem ever so slightly insubstantial as a result.
The steering of the 328i is so light and fingertip easy, the accelerator so delicate underfoot, the gearbox so smooth in its machinations, you almost feel like a passenger in the car as it wafts gracefully from one destination to the next. The four cylinder engine purrs gently in its low to mid ranges, providing more thrust that you thought possible from such a small petrol engine when installed in a car as big, relatively speaking, as this.

Select Sport and it instantly feels even more alive, not just beneath your backside and feet but at the tips of your fingers as well. And if you’re feeling truly in the mood there’s a Sport+ setting available in this model as well, which brings yet crisper responses from the steering, gearbox and throttle, and turns the traction control to a fruitier setting for good measure.
It sounds an awful lot more complex and, no doubt, rather less intuitive than might be deemed desirable in a car that was once praised for its purity of purpose – but in practice it’s nothing of the sort. After half an hour, most drivers will be well used to what does what; and after half a day they’ll be amazed by the ability to fine tune the car into whatever mood, or whatever road, they mind find themselves on.
The next day I drove the pick-of-the-range 320d and found it to be more of the same but better than the 328i, if anything, where it counts. It’ll also be BMW’s better-selling model, especially in the UK.
It may not be as fast on paper – with a 0-62mph time of 7.6sec versus 5.9sec – but unless you’re really going for it in the 328i, the 320d feels the brawnier of the two on the road.
It has even more low to mid-range punch, emits a similarly unentertaining noise and to all other intents and purposes feels like the same car. Same fantastic range of chassis set-ups, same light but lovely steering, same superb optional eight-speed gearbox; same ability to switch from smooth motorway cruiser to crisp B-road bruiser, and pretty much anything in between, all at the flick of a button. Oh yes, except the 320d will do 64mpg on the combined cycle and has a range of over 800 miles.

Should I buy one?
If Superman drove a car, in fact, he’d probably drive a new BMW 320d. And the rest of us would be more than happy with any other member of the range. Because be in no doubt, a new world leader has arrived – and it may take a while for the others to catch up.

BMW 3 Series 320d - Road Test First Drive - Autocar.co.uk

 

[Zafiro]

Edmunds Insideline

Still a Proper Sport Sedan
The chassis is easily the highlight of the car, and that's partly because of the damper control system, but mostly because the car is 88 pounds lighter, has a longer wheelbase and runs a 50:50 front-to-rear weight distribution. It steals what is already an impressive show by being so nimble and light on its feet that it feels like a featherweight when you want it to dance. It's a chassis that overachieves, one that might have been saved up for the next Z4, but here it is beneath BMW's stock in trade.

Arrive at a corner carrying far too much corner speed and the 2012 BMW 328i's steering lightens for a moment to tell you it's understeering. From there it waits for the tires to scrub off enough speed and then coyly sneaks in toward the apex. It's the same trick when the back end starts to slide as the 328i breaks free so diplomatically that you think the proactive steering input is your reactive idea. From there it just straightens up and drives hard out of the corner.

It carries far more midcorner grip than we thought possible on saturated Spanish roads. The 328i charmed with brilliant balance, being stupidly adjustable midcorner and refusing to be anything but hugely progressive and unrelentingly forgiving of errors or ham-fistedness. Whether you favor the chip-chip-chipper style or you're a one-turn-in-one-turn-out guy, it works either way.

As with the rest of the chassis, the brakes are tremendously strong and adjustable midcorner. The pedal position never moved in four hours of hard mountain driving, either. The steering is, in this return to absolute driving fun, not brilliant. Well, it's not bad, it's just not quite at the standards of the rest of the car and is damned by the comparison.

2012 BMW 328i First Drive

 

[Human]

It feels light on it's feet, has brilliant balance and the steering is, in this return to absolute driving fun!

THE BOSS IS BACK!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

 

[Centurion]

Very encouraging word so far. Good to hear that the 3-Series still behaves like a 3-Series. It's a good step up by BMW in fending off Audi's rapid advancement in driving pleasure.

 

[Deckhook]

Should I buy one?
If Superman drove a car, in fact, he’d probably drive a new BMW 320d. And the rest of us would be more than happy with any other member of the range. Because be in no doubt, a new world leader has arrived – and it may take a while for the others to catch up.

No more needs to be said.

RESPECT.

 

[Deckhook]

Very encouraging word so far. Good to hear that the 3-Series still behaves like a 3-Series. It's a good step up by BMW in fending off Audi's rapid advancement in driving pleasure.

Nothing can be done with the current model of A4 or C-class but the exciting thing is that they know exactly what their next cars now need to beat.

Fans of both brands will reap the benefits of BMW's fine work.

 

[K-A]

Wow, after all the criticism with BMW's new offerings all losing the plot, BMW nips it in the bud and ensures that they did not lose the plot with the 3-Series. I like luxurious heavy barges, but I want BMW to stay as BMW!

 

[Ultimate Car Guy]

Top Gear's review: Our first drive in the new BMW 3 Series - BBC Top Gear

 

[klier]

Wow, after all the criticism with BMW's new offerings all losing the plot...

That's what you want to read. And because you are as negative towards BMW as one can be, you actually thnk it's true too.
So because of that, it's pointless to even discuss it with you. My advise: post a bit more on the MB section, and leave the BMW one for what it is. Just look at Nicks, he's the biggest MB fanboy there is (he has all the right), but he doesn't spam the BMW section with constant negativity.

And your 'wow' part is particularly funny. As if i's surprising the BMW 3 does well. LOL.

 

[K-A]

A blinded fanboy would never see or hear all the criticism BMW's had toward it's driving dynamics with recent offerings, so I guess you can't help it.

 

[klier]

The only blinded fanboy here is you. And reading your negativity time and again bothers me.

No more needs to be said.

RESPECT.

Like I said in the other thread, the competition needs a facelift of it's NEXT model to catch up again. Hah
BMW sets a new standard in the entry luxury (3er), MB sets a new standard in upper luxury (S/SL)

 

[K-A]

Not my problem that the truth bothers you.

 

[Zafiro]

Guys, lets not ruin this thread with silly arguments.

Clearly , the new 3er is better than ever and that is good news.

 

[klier]

Only half is silly, and it's not my half

Anyways, yeah. Lets not ruin it. I'll wait for the next shallow first drive.