REVIEWS AND ROAD TESTS

Is being rich really a good thing?

The following lines have two objectives : first, to inform those select few taxpayers who are rich enough to afford a Bentley, and to make the vast majority, who will never be able to afford such a castle on wheels, turn green with envy. Three Bentleys are available : the Azure convertible, the Continental coupe and the new Arnage sedan.You can’t pay the equivalent of the an entire third world country’s GNP and not expect to find an indescrible level of comfort. Besides the Connolly leather, which makes the seats smell so good, the immense cabin includes top-of-the- line extras: automatic deodorizers designed to mask the smell of cigar smoke, mirrors, a minibar, document case, writing pad, etc. At the touch of a button, and the Azure’s roof folds back automatically into a special back compartment. The continental T tries to be more original : instead of boring occupants with fine hardwood, you can order a dashboard with a gameboard or if you prefer, a forged aluminum plate. You don’t need anything more to insure a unique look or to justify the enormous price tag.After years of effort, it is the ultimate reward. Bentley might have had the slogan "the Ultimate Driving Machine" if BMW had not lost control of the brand (although they still have Rolls-Royce) to Volkswagen, the new owner. No other manufacturer combines so much size with so much power. No other car is as magnificent or as fast. What is most impressive, however, is that the 2.5-ton weight of these mastadons does not reduce their handling capacity. The quiet interior is the best in the industry.

You know you are in a different world when the string of numbers in the price of your car is longer than your telephone number.

PROS
Unique social status
Perfection in the finishing touches
Combination of weight and speed

CONS
Enormous size
Huge gas guzzler
фCosts a fortune

REVIEWS AND ROAD TESTS

Is being rich really a good thing?

The following lines have two objectives : first, to inform those select few taxpayers who are rich enough to afford a Bentley, and to make the vast majority, who will never be able to afford such a castle on wheels, turn green with envy. Three Bentleys are available : the Azure convertible, the Continental coupe and the new Arnage sedan.You can’t pay the equivalent of the an entire third world country’s GNP and not expect to find an indescrible level of comfort. Besides the Connolly leather, which makes the seats smell so good, the immense cabin includes top-of-the- line extras: automatic deodorizers designed to mask the smell of cigar smoke, mirrors, a minibar, document case, writing pad, etc. At the touch of a button, and the Azure’s roof folds back automatically into a special back compartment. The continental T tries to be more original : instead of boring occupants with fine hardwood, you can order a dashboard with a gameboard or if you prefer, a forged aluminum plate. You don’t need anything more to insure a unique look or to justify the enormous price tag.After years of effort, it is the ultimate reward. Bentley might have had the slogan "the Ultimate Driving Machine" if BMW had not lost control of the brand (although they still have Rolls-Royce) to Volkswagen, the new owner. No other manufacturer combines so much size with so much power. No other car is as magnificent or as fast. What is most impressive, however, is that the 2.5-ton weight of these mastadons does not reduce their handling capacity. The quiet interior is the best in the industry.

You know you are in a different world when the string of numbers in the price of your car is longer than your telephone number.

PROS
Unique social status
Perfection in the finishing touches
Combination of weight and speed

CONS
Enormous size
Huge gas guzzler
фCosts a fortune

REVIEWS AND ROAD TESTS

Is being rich really a good thing?

The following lines have two objectives : first, to inform those select few taxpayers who are rich enough to afford a Bentley, and to make the vast majority, who will never be able to afford such a castle on wheels, turn green with envy. Three Bentleys are available : the Azure convertible, the Continental coupe and the new Arnage sedan.You can’t pay the equivalent of the an entire third world country’s GNP and not expect to find an indescrible level of comfort. Besides the Connolly leather, which makes the seats smell so good, the immense cabin includes top-of-the- line extras: automatic deodorizers designed to mask the smell of cigar smoke, mirrors, a minibar, document case, writing pad, etc. At the touch of a button, and the Azure’s roof folds back automatically into a special back compartment. The continental T tries to be more original : instead of boring occupants with fine hardwood, you can order a dashboard with a gameboard or if you prefer, a forged aluminum plate. You don’t need anything more to insure a unique look or to justify the enormous price tag.After years of effort, it is the ultimate reward. Bentley might have had the slogan "the Ultimate Driving Machine" if BMW had not lost control of the brand (although they still have Rolls-Royce) to Volkswagen, the new owner. No other manufacturer combines so much size with so much power. No other car is as magnificent or as fast. What is most impressive, however, is that the 2.5-ton weight of these mastadons does not reduce their handling capacity. The quiet interior is the best in the industry.

You know you are in a different world when the string of numbers in the price of your car is longer than your telephone number.

PROS
Unique social status
Perfection in the finishing touches
Combination of weight and speed

CONS
Enormous size
Huge gas guzzler
фCosts a fortune

REVIEWS AND ROAD TESTS

James Bond is a lucky guy

What’s not to like about BMW’s all-new Z8. It is, after all, a sports car built on an unlimited budget by a company that’s already proven it can design some of the most desirable cars on the planet. There’s looks to die for, enough torque to alter the earth’s rotation and, of course, James Bond drives one (at least he did in The World Is Not Enough, 007’s latest homage to espionage and bountiful babes).Styling wise, the BMW is quite a departure for the normally-conservative BMW. Inside there’s tons of polished aluminum and a totally unique, painted dashboard. But the best part of the interior is the gauge set. Switch on the high beams and they’re illuminated by a eerie orange light that diffuses away from the needles. On the downside, the relatively small cabin means that the stereo/navigation system controls are quite small, making them clumsy to use. And the system’s screen is just too teeny to be practical. Also, the electrically- retractable roof requires some fiddling to close properly.

Outwardly, the Z8 mimics some of the cues of BMW’s original coupe, the 507, as well as the notably muscular fender bulges of the Z3. But the chrome tidbits (mirrors, fender louvers and front grille) are all Z8 as are the neon taillamps and turn signals (a world first and eight times more expensive than normal lights claims BMW). It’s a beauteous beast seen its best light from the side or the rear. I’m still not 100 percent convinced about the front end treatment, but the overall effect is nonetheless engaging.Of course, one could carp about the $190,000 pricetag that relegates the Z8 squarely in the dot.com CEO and uber-mafioso snack bracket. And we’re not talking about your minor drug lords here. The Z8 is a two- seater only marginally practical for winter use and certainly won’t pass for a family vehicle. So you’ll need a 7-Series for your everyday driver. In other words, Z8 ownership announces you as the capo di tutti capo, reason enough I suppose, for some to part with over two hundred large.

But thankfully not the only reason. Get past that oh- so-gorgeous exterior and the major reason the independently foolish are drooling (and if reports of the advance orders are true, they are indeed embarrassing themselves with automobile lust) is that great honking motor under the front bonnet.

Liberated from the M5, the 5.0 litre V8 is rated at an impressive 400 horsepower (though Munich insiders swear there’s as much as 425 ponies lurking in there). Considering that Z8 weighs about 400 pounds less than BMW’s super sedan, it takes little imagination to anticipate scintillating performance.

The Z8 doesn’t disappoint. I could gush with enough superlatives to fill this entire section, but suffice it to say aftermarket tuners won’t be making much money selling turbochargers to boost the Z8’s acceleration. Row the six-speed manual transmission fast enough and the Z8 will scamper to 400 metres (just a little less than a quarter mile) in a very supercar-like 12.9 seconds. The powerband is a mile wide with the big V8 making power right off idle all the way to its 6,500 rpm redline.

It’s an aural delight, too. Mash the throttle above 4,000 rpm and the twin exhaust pipes react with V8 basso profondo that would make any stock car jealous.

And nothing that’s ever worn a NASCAR sticker ever sounded so sophisticated or generated so little vibration. In fact, the only thing wrong with all that power is that it can be a little intimidating on serpentine roads. Though the Z8 handles with exquisite precision, having all that power at your disposal requires a little discretion with the loud handle, particularly when BMW’s Dynamic Stability Control (DSC) is switched off. Especially in the first two gears, the Z8 will light up its huge 275/40ZR18 Bridgestone Potenzas with remarkable ease.

Other than the need for a temperate throttle foot, the Z8 goes scoots around corners with aplomb for a car weighing 1585 kilograms. There’s precious little body roll and the steering is wonderfully light for a car so heavy. It’s not as chuckable as BMW’s own M- Roadster, but it’s more sporting than, say, a Jaguar XK8.

Constructed of lightweight aluminum (with a little carbon fibre thrown in for good measure), the Z8’s body panels seem thicker than anything else on the road. Even on the roughest roads I’ve ever driven a roadster across, the Z8 exhibited not an iota of cowl shake. It’s probably the only convertible more rigidly constructed than Mercedes tank-like SL500. It’s one reason why the Z8’s ride seems so comfortable despite its aggressive suspension. The dampers may pass some of the road irregularities onto the chassis, but at least it doesn’t exacerbate the intrusion.

Certainly, anyone looking an ultra-expensive coupe is not going to be disappointed. Just shopping a four- wheeled indulgence in this price range means you don’t really need to worry about practical matters like the Z8’s lack of cupholders or the placement of the CD changer behind the rear seat. You have other cars for that.

Nonetheless, it still makes the M5 sedan seem a relative bargain and miles more practical. As delightful as the Z8 is, it doesn’t shake my conviction that the former is the best car in the world, even if its roadster sibling will gather a larger crowd in front of the Friday ’ s.

PROS
Chassis rigidity
Fantastic engine
Amazing performance

REVIEWS AND ROAD TESTS

Moden 50’s

With the Z3, BMW got its revenge for the failure of its 507 roadster, withdrawn in 1959 after finding only 252 takers in four years, the most famous of whom was "the King" himself.

The Z3 is an entirely different story and the Carolina assembly plant is running full steam to keep up with an insatiable clientele. Confident that it has found the right formula, the Munich company upped the ante by offering the 2.8 (six-cylinder 2.8-liter), the M Coupe, a Z3 coiffed with a metal top and reminiscent of the fun-loving Volvo P1800 and other MGBs, as well as a diabolical M version (convertible this time) packing a 240-hp output.

In 1999, the unassuming 1.9-liter four-cylinder engine (138- hp) gave way to an in-line 2.5-liter six-cylinder (170-hp), an improvement that easily won approval from fans. The same goes for the subtle changes to interior details and the rear fascia design (trunk lid, taillights and fenders), intended to put a stop to the main source of criticism heaped on the Z3 since it made its debut in 1996.Despite a small cockpit, there are a number of practical storage spaces. Although the trunk is small, it provides an adequate amount of space for baggage. Another positive aspect is the ample size of the sideview mirrors. On the negative side, controls for the electrical roof could be placed elsewhere than at the back end of the console. And why position cupholders where they hit against the driver’s elbow every time gears are shifted? Not to mention the considerable size of the pillars that hinder visibility, the continued lack of a height-adjustable steering column, bucket seats with stiff backs and the quality of the finish, an area where there’s obvious room for improvement. And I almost forgot: seat belts are anchored so low they saw into your collarbone and the rear windshield is made of plastic and has no defroster.The 2.5-liter six-cylinder lets owners have fun without breaking the bank. The fact that it’s almost on a par with the 3.0-liter six-cylinder is certainly an added bonus. So why pay more? Maybe for a bit of extra chrome?

If you really want to attract attention, go for the M Version. Its 315 hp 3.2-liter six-cylinder offers phenomenal acceleration and vigorous pickup. It’s enough to give you goosebumps. Like all Z3s, the M has an ultra-precise steering system and powerful brakes, but its chassis is beginning to show its age and despite bit tires and a series of driving aids, it no longer sticks to the road surface like Velcro.

Another criticism is its slight instability on rough roads and a limited cruising range when the driver decides on travelling at consistently higher speeds.

Even though it has a harder time to hide its age when it rubs shoulders with the up-and-coming generation (Honda S2000 and Porsche Boxster S), the Z3 is still the best at reflecting the roadster spirit, the very spirit that has you digging out your white silk scarf, goggles and leather helmet to fill your lungs with fresh air.

PROS
Choice of models
Sporty handling
Superb engines

CONS
Aging chassis design
No tilt steering wheel
Inconsistent finishing

REVIEWS AND ROAD TESTS

In the Running

In Munich, no creation has, these past thirty years, threatened the leitmotiv of the name bearing the propeller logo: "The ultimate driving machine". None! So then, by venturing into the very fashionable utility vehicle market, doesn’t BMW risk damaging its sports tradition? Not in the least, since under its frontiersman exterior, the X5 conceals a sporty spirit.

Skeptical? Here’s something to convince you otherwise.Is the X5 a utility vehicle or sports sedan? It’s debatable, but everyone will agree with BMW’s statement that its latest recruit constitutes the "world’s first Sports Utility Vehicle". A unique hybrid? Let’s just say that the RX300 (Lexus) had already paved the way.

The Aerodynamic drag coefficient is remarkable (Cx 0.36) for a vehicle of such ample dimensions. In fact, to gain perspective in relation to the other models of the brand, the X5 is shorter than a Series 5 but wider than a Series 7. And compared to the Mercedes ML? The X5 is longer, larger, but also sits lower.

There is no confusion at first glance: this is a true BMW. The nose-like grill, the athletic profile of the wheels and taillights all present kinship with the other models of the same brand. In fact, BMW amateurs will feel right at home when climbing inside. Cozy wood paneling, fragrant leather, outstanding finishing, the X5 has everything to stimulate the senses of its owners.

If access to the front seats is problem-free, the same can’t be said of the rear, hindered somewhat by protruding wheel wells and the pronounced curves of the bench seat. It is unfortunately impossible to slip our toes under the front seat, while a third passenger will curse the intrusion of the central console. In the front, the bucket seats offer adequate support, no more; bucket seats with more efficient lumbar support are available for a supplement, as are tinted glass, an onboard computer or a ski storage bag. Disappointing!

Elevated driving position, flawless visibility and reassuring manufacturing quality. What else? Interesting cargo space, which can be increased by folding down part or all of the bench seat (quite heavy). The luggage compartment, incidentally, is accessible through a liftglass/dropgate combination. Practical, but the loading remains difficult due to a relatively high sill.Only a 4.4-liter V8 engine was available on the X5 at first. A 3.0-liter in-line six-cylinder was introduced last year. That said, this remains the first modern BMW to fall short of a perfect weight distribution, but not for lack of trying, since it currently registers (with the V8, of course) at 48/52. To this end, BMW has moved the battery (maintenance-free) to the rear, under the spare tire. To transfer power to the wheels, the Bavarian maker makes use of a five-speed semi- automatic transmission (Steptronic).

The all-wheel drive system (inspired from that formerly found on the 323iX) distributes torque in the following fashion: 62% to the rear wheels and 38% to the front. And to increase active safety, the X5 is equipped with a DSC system, which integrates ABS as well as automatic stability and traction control for descents. The latter system (Hill Descent Control) is borrowed from the Land Rover (former property of BMW).

The X5 rests on an entirely independent suspension (including electronic trim control), and is equipped with rack-and-pinion steering as well as four disc brakes with ASC+T control. A stiffer suspension and 19-inch wheels are available at an additional cost.

For the X5’s initial performance trial, the industry press was invited to test it on the Road Atlanta racetrack. A bluff? Not in the least. The X5 appeared at ease and never out of place. Only the brake calipers seemed to suffer under the abuse of stopping this heavyweight (over two tons, after all) launched at speeds approaching 200 km/h. Impossible to measure the performance on- site, but, according to its maker, the X5 reaches 100 km.h in 7.5 seconds, and its top speed is electronically capped at 207 km/h (230 km/h for the Sports version). On the other hand, fuel consumption boasted by BMW seems optimistic, to say the least: 13.9 liters per 100km! The onboard computer reported an actual consumption of 17.1 liter per 100km. It remains to be verified. But beyond numbers, this powerful V8 distinguishes itself by its smoothness, and its excellent performance with the semi-automatic transmission.

The suspension withstands road irregularities with elegance and displays very little roll when turning. However, steering on the X5 equipped with 19-inch wheels seemed a little sluggish at low speeds. Equipped with the standard 18-inch wheels, steering is lighter and, strangely enough, makes the X5 more susceptible to crosswinds, requiring more frequent adjustements to stay on course. Still, the surprisingly short turning radius keeps the X5 nimble in the city.

PROS
Astonishing road handling
Active and passive safety
Energetic V8

CONS
Sluggish steering at low speeds
Options numerous and costly
Restricted foot space at the rear

REVIEWS AND ROAD TESTS

Moden 50’s

With the Z3, BMW got its revenge for the failure of its 507 roadster, withdrawn in 1959 after finding only 252 takers in four years, the most famous of whom was "the King" himself.

The Z3 is an entirely different story and the Carolina assembly plant is running full steam to keep up with an insatiable clientele. Confident that it has found the right formula, the Munich company upped the ante by offering the 2.8 (six-cylinder 2.8-liter), the M Coupe, a Z3 coiffed with a metal top and reminiscent of the fun-loving Volvo P1800 and other MGBs, as well as a diabolical M version (convertible this time) packing a 240-hp output.

In 1999, the unassuming 1.9-liter four-cylinder engine (138- hp) gave way to an in-line 2.5-liter six-cylinder (170-hp), an improvement that easily won approval from fans. The same goes for the subtle changes to interior details and the rear fascia design (trunk lid, taillights and fenders), intended to put a stop to the main source of criticism heaped on the Z3 since it made its debut in 1996.Despite a small cockpit, there are a number of practical storage spaces. Although the trunk is small, it provides an adequate amount of space for baggage. Another positive aspect is the ample size of the sideview mirrors. On the negative side, controls for the electrical roof could be placed elsewhere than at the back end of the console. And why position cupholders where they hit against the driver’s elbow every time gears are shifted? Not to mention the considerable size of the pillars that hinder visibility, the continued lack of a height-adjustable steering column, bucket seats with stiff backs and the quality of the finish, an area where there’s obvious room for improvement. And I almost forgot: seat belts are anchored so low they saw into your collarbone and the rear windshield is made of plastic and has no defroster.The 2.5-liter six-cylinder lets owners have fun without breaking the bank. The fact that it’s almost on a par with the 3.0-liter six-cylinder is certainly an added bonus. So why pay more? Maybe for a bit of extra chrome?

If you really want to attract attention, go for the M Version. Its 315 hp 3.2-liter six-cylinder offers phenomenal acceleration and vigorous pickup. It’s enough to give you goosebumps. Like all Z3s, the M has an ultra-precise steering system and powerful brakes, but its chassis is beginning to show its age and despite bit tires and a series of driving aids, it no longer sticks to the road surface like Velcro.

Another criticism is its slight instability on rough roads and a limited cruising range when the driver decides on travelling at consistently higher speeds.

Even though it has a harder time to hide its age when it rubs shoulders with the up-and-coming generation (Honda S2000 and Porsche Boxster S), the Z3 is still the best at reflecting the roadster spirit, the very spirit that has you digging out your white silk scarf, goggles and leather helmet to fill your lungs with fresh air.

PROS
Choice of models
Sporty handling
Superb engines

CONS
Aging chassis design
No tilt steering wheel
Inconsistent finishing

REVIEWS AND ROAD TESTS

Moden 50’s

With the Z3, BMW got its revenge for the failure of its 507 roadster, withdrawn in 1959 after finding only 252 takers in four years, the most famous of whom was "the King" himself.

The Z3 is an entirely different story and the Carolina assembly plant is running full steam to keep up with an insatiable clientele. Confident that it has found the right formula, the Munich company upped the ante by offering the 2.8 (six-cylinder 2.8-liter), the M Coupe, a Z3 coiffed with a metal top and reminiscent of the fun-loving Volvo P1800 and other MGBs, as well as a diabolical M version (convertible this time) packing a 240-hp output.

In 1999, the unassuming 1.9-liter four-cylinder engine (138- hp) gave way to an in-line 2.5-liter six-cylinder (170-hp), an improvement that easily won approval from fans. The same goes for the subtle changes to interior details and the rear fascia design (trunk lid, taillights and fenders), intended to put a stop to the main source of criticism heaped on the Z3 since it made its debut in 1996.Despite a small cockpit, there are a number of practical storage spaces. Although the trunk is small, it provides an adequate amount of space for baggage. Another positive aspect is the ample size of the sideview mirrors. On the negative side, controls for the electrical roof could be placed elsewhere than at the back end of the console. And why position cupholders where they hit against the driver’s elbow every time gears are shifted? Not to mention the considerable size of the pillars that hinder visibility, the continued lack of a height-adjustable steering column, bucket seats with stiff backs and the quality of the finish, an area where there’s obvious room for improvement. And I almost forgot: seat belts are anchored so low they saw into your collarbone and the rear windshield is made of plastic and has no defroster.The 2.5-liter six-cylinder lets owners have fun without breaking the bank. The fact that it’s almost on a par with the 3.0-liter six-cylinder is certainly an added bonus. So why pay more? Maybe for a bit of extra chrome?

If you really want to attract attention, go for the M Version. Its 315 hp 3.2-liter six-cylinder offers phenomenal acceleration and vigorous pickup. It’s enough to give you goosebumps. Like all Z3s, the M has an ultra-precise steering system and powerful brakes, but its chassis is beginning to show its age and despite bit tires and a series of driving aids, it no longer sticks to the road surface like Velcro.

Another criticism is its slight instability on rough roads and a limited cruising range when the driver decides on travelling at consistently higher speeds.

Even though it has a harder time to hide its age when it rubs shoulders with the up-and-coming generation (Honda S2000 and Porsche Boxster S), the Z3 is still the best at reflecting the roadster spirit, the very spirit that has you digging out your white silk scarf, goggles and leather helmet to fill your lungs with fresh air.

PROS
Choice of models
Sporty handling
Superb engines

CONS
Aging chassis design
No tilt steering wheel
Inconsistent finishing

REVIEWS AND ROAD TESTS

An engineering marvel

Since its first appearance six years ago, the 5 Series got its first remodeling in 2001. The front and back ends have been reshaped, and additional air bags helped reduce the risk of injury in case of collision. And the M5? It is still bursting with power. The M5 ’ s technical card indicates that its 5-litre V8 engine produces 400 hp, but this data does not do justice to its power thrust upon acceleration. A good comparison is the new Porsche 911 Turbo, which also develops 400 horses. In other words, the M5 is a BMW four-door luxury sedan with a performance that could shame the Camaro 1969.As is often the case, the fifth spot (equipped with a head-rest) requires the occupant to tighten the buttocks, squeeze the shoulders, move the legs (thanks to the transmission tunnel) and tuck the head (the centre section of the rear seat is slightly elevated). The trunk only has the limited loading capacity of a Neon. While two-tone plastics give the dashboard a less sober appearance, the similarly upholstered steeringwheel and dashboard are hard to distinguish.Those who somehow manage to resist the temptation to abuse the accelerator will not find a marked difference between the M5 ’ s imposing V8 engine and the BMW 540I ’ s standard 4.4-litre V8 offering 282 hp. Even the 6-speed transmission is impressive. Gears change flawlessly despite extraordinary 395 pound-feet of torque.

Only one small criticism the sound emitted by the bulky V8 is not as pleasant to the ear as that of the L6 engine that once powered the M5. Its growls will demand respect for this large V8, but I still prefer the melodious sound of the original L6 ’ s exhaust.

In regards to handling, the M5 could easily be confused with any BMW sedan known for exceptional control. Eighteen-inch rims are the only external evidence that the M5 is no ordinary 5 Series model. Suffice it to say that if you follow an M5 around a corner, you ’ ll understand its capabilities as quickly as lose sight of it.

Its huge rear 275/35ZR18 radial tires offer exceptional road adherence. The same goes for its front 245/40ZR18 tires. BMW lowered the 540 ’ s powerwheel by 15 mm in the front and 10 mm in the back, and made adjustments in the springs and shock absorbers. Similar to the 540 base model, most of the M5 ’ s suspension is fabricated with lightweight aluminum in order to eliminate undesirable weight. Not only does this improve handling, but it also makes the M5 almost as pleasant to drive as the 540.

Immense vented disc brakes, that are 345 mm in diameter in the front and 328 mm in the rear, perfect the package. Even after a series of sudden stops from more than 200 km/h, the brakes never showed signs of fatigue.

The M5 is just as impressive in terms of power and handling as a typical BMW sedan. All things considered, nothing critical can be said about the M5, expect perhaps its inflated price.

PROS
Very secure
Irreprochable brakes
Very sporty ride

CONS
Loud engine
High price
Restricted interior

REVIEWS AND ROAD TESTS

Just like good wine

The 3 Series is certainly, the most affordable, versatile and popular at BMW. It has also become the benchmark for sport compacts over the last quarter of century. Although the current generation is already three years old, it remains as crisp as new. Just like good wine, it keeps improving with time.

Aware of the impact of any revamping attempt on its fetish model, the propeller brand took its time. We were offered the sedan first, and then fourth generation coupe and convertible in many deliveries, among which the Xi, according to Tobias Nickel, BMW Canada’s spokesperson, should account for 30% of all national sales.

The 3 Series sedan has taken into account the number of errors indicated on the previous version. Such a list is quite surprising when considering the prestige halo that surrounds the brand: uneasy access to rear seats, narrow cabin with little head room and most of all questionable assembly. The cold presentation did contrast with Bavarians’ legendary gemytlichkeit that inspired beer celebration among other things. And the endless and costly list of comfort and luxury options - including accessories often considered a must by BMW drivers - was also questioned. Is it history? It’s your call. The current 3 series is definitely roomier at the back, but legroom remains limited and access through narrow rear doors is still tight. Driver controls and driving position are impeccable. The steering wheel height and depth are adjustable. Standard seats offer adequate comfort, but optional sport seats are superior. The dashboard is still a classical design, but materials used reveal far superior to those of the previous version. Standard equipment is complete (Xenon headlights, heating headlight washers, CD player, cruise control, automatic air conditioning, 16-inch wheels and fog lights, wow!) This does not mean however that a few accessories can be added, like metal paint ($800), Montana leather seating ($2375), trunk access with ski bag ($660), or heating seats ($520.)

Those who turned their back on the previous edition of 3 Series should take note that this delivery is 4cm longer and wider, has a 2,5 cm longer wheel span and a 6cm wider front and rear wheelbase. BMW says the new chassis is twice as rigid and can absorb 80 % more kinetic energy in a collision. It has nevertheless been equipped with front and side air bags in the front as well as ITS (Inflatable Tubular Structure) tubular air bags intended to protect the head, plus optional rear seat air bags, for a total of eight - the record in its category. In spite of its larger size and the addition of numerous systems and devices, the 3 Series gained only 5% in weight, thanks in par t to the increase use of aluminum in many suspension parts. The new "3" doesn’t look fatter at all with the new look that American body designer Chris Bangle and its team gave to this familiar silhouette. When the new version was launched, Bangle commented on the front end of his creation: "The headlights are like a woman’s eyes and the central part is like her nose. Surrounding details act like jewelry to suggest a level of pure and high quality." The man is creative.In spite of its most sophisticated anti-skid system, the 3 Series, like many rear-wheel drives, has never been completely at ease on snow. It’s no longer the plain truth, however, since the Bavarian brand has introduced, for an extra $3,100, integral traction in its options list. With this addition, ground clearance is raised by 17 mm (which makes it impossible to combine with the sports option package which includes a lower suspension) and although a hundred kilograms are added to the bulk weight, but weight balance between the front and the back remains uncompromised.

The 325Xi is powered by a deeply reengineered 2,5-litre in-line 6-cylinder engine. Lighter, more environment-friendly and definitely more powerful (184 hp compared to 170 hp previously) and produces sensibly more torque, especially at low revolution, thanks to the use of a double VANOS system that varies valve opening and a variable volume intake collector. This nervous and performing mechanics fully benefits from the 3 Series fine-tuned chassis. For additional pleasure, the 5-speed standard gearbox is as smooth as it gets. On the road, the car’s behavior is balanced and safe and the steering precision adds to the pleasurable driving experience.

Road handling is simply fantastic, better than ever before, which is not a small feat. With an improved weight balance and modified front train geometry borrowed on the old M3, it never seems heavier or larger than before. It is easy to drive and its balance remains undisturbed.

More comfortable, more luxurious, roomier, safer (even in winter), better equipped, better assembled and quieter, the 3 Series sedan satisfies its demanding reputation and once again reveals as the most desirable sport compact.

PROS
Magic engines
Surefooted
Compact size

CONS
Too many options
Dark interior
Compact size