REVIEWS AND ROAD TESTS

A natural BMW

Very few convertibles have been idolized the way the BMW 3 Series has been. It ’ s even more attractive when you look under its hood.

Eager to please, BMW redesigned the four-seater convertible last year to be even more tempting. Inspired by the huge success attained by the sedan and coupe, the Convertible 325 Ci provide both affluent people and aficionados another excellent method of flaunting their wealth, if not their good taste. BMW significantly reinforced the convertible ’ s body and the company claims that the new model is much stronger than earlier versions.Speaking of options, the new convertible is swimming in them: attractive hard top ($3,400), automatic five-speed transmission with Steptronic gear changer ($1,200), luxury package — anti- reflective automatic rear-view mirror, myrtle trim, front central armrest and electric seats with memory — ($1,275), Sport package — sport suspension, 17-inch alloy wheels and sport seats — ($1,900), navigation system ($3,900) and electric soft-top ($1,980).

Standard equipment includes: traction control, sport tilt telescopic steering wheel decked in leather, manual soft-top, front and side air, air conditioning, dashboard computer and 16- inch wheels.

That ’ s to say nothing of a slew of small yet significant improvements, such as the seatbelt attached to the front seat for better security and accessibility, a two-speed button that advances the front seat more quickly to improve backseat access, and a highly sophisticated headlamp washer system.Driving along the bumpiest roads in rural Quebec, dashboard vibrations and body squeaks were not noticeable. This alone justifies the BMW convertible ’ s price.

As other BMW models, the 325 is not designed for winding roads in poor conditions – unlike, say, the Z3 – but it does extremely well on highways. It boasts excellent handling and a smooth drive thanks to looser spring adjustment.

Performance is also impressive. Less bulky, the convertible is powered by a marvelous 2.5 litre six-cylinder engine far more refined than all others in its category. The vibrations are so unnoticeable that it ’ s easy to forget to shift into fifth gear and suddenly find yourself at 5,000 rpm in fourth.

With its 184 hp and 175 lb-ft, however, the produced torque does not impress anyone. Let ’ s just say it is satisfactory. The gear ratios have been reduced, and as a result, the engine has to turn faster at a given speed, because the vehicle is heavier than the sedan and the coupe. Drivers who insist on disobeying the 11th commandment (thou shalt not exceed the speed limit) would do better to get the 330 model equipped with the 3-litre double overhead camshaft in-line six-cylinder engine.

The impressive package offers all the advantages of driving in the open air, and none of the inconveniences. Without a doubt, being the happy owner of a BMW convertible will make you more popular, if only during the summer months.

PROS
Fantastic handling
Security features
Choice of models
CONS
Numerous and expensive options
Wind noises
Access to rear difficult (convertible and coupe)

REVIEWS AND ROAD TESTS

Isn ’ t life complicated enough?

All has become so complicated, did I say to myself when I was issued the 70-page document containing all there is to know about the new BMW Series 7. The reading is compulsory for automobile writers, but also for the owners, who will be paying some $100,000 and will still have to learn and try the state-of-the-art technologies aboard this sedan to fully appreciate the value of this car.

As heavy as always, the Series 7 now has an even longer, wider and higher body. Though bulky, this new German is more aerodynamic and must we admit, nicer to look at than ever before. To surprise or to shock, the Series 7 features a fat front end that reminds the Z9 prototype introduced in Frankfurt two years ago. In such a conservative segment, the gesture is daring, to say the least. The aesthetic revolution is not only apparent on the outside. Actually, it is mainly noticeable on the inside. Once again, the Z9 prototype announced quite accurately the shape of things to come in the Series 7 ’ s evolution, like the iDrive driver-vehicle interface, a user-friendly approach that sets new standards in terms of ergonomics, according to BMW. In other words, controls for each situation and purpose have been adapted to the driver, and not the other way around. One single element, a huge round dial accessible to the driver and front passenger, controls some 700 commands. All you need to do is select one of four function groups (Air conditioning, Communication, Entertainment and Navigation) and follow the directions displayed on the video screen located in the center of the dashboard. The system is impressive, but not as user-friendly as BMW would like us to believe. Before our test drive, a BMW official took no less than 44 minutes for an overview of the iDrive ’ s main features. Like many of my colleagues, I could not manage to fully understand this supposedly-intuitive system even after 300 km. Don ’ t even think of exploring it while driving! Even if the cruise control sensors keep a reasonable distance with the vehicle in front and put the brakes on if needed.

At a time when some people can hardly program a VHS recorder, this Series 7 BMW may make some feel like quitting altogether. And if ever you leave the door open on your way out, don ’ t worry: an electronic device will close it behind you.

Unless you spend several hours reading and experimenting in order to master this array of accessories, the iDrive system will certainly wreck your nerves and make you look like a perfect idiot. To avoid such a situation, the Series 7 owner can ask the dealer to make some adjustments on his behalf before taking possession of the car, according to Julie Segall, Canadian spokesperson for the Munich car builder. That ’ s the least you can do for a car that costs nearly $100,000!

Despite its complexity, the Series 7 can still make your life easier. Take the front bucket seats, for example. Their multiple functions can warm up or cool off your fanny, or let you adjust the length of the seat and the position of the headrest, and so on. Great! And the Series 7 is packed with such accessories, in fact, all that you ever wanted from a luxury sedan but were afraid to ask is aboard the Series 7. From the heating steering wheel to the residual heat air conditioner that recuperates heat from the engine and blows it inside the cabin when the ignition is off. And guess what? Yes, there are refrigerators under the central armrest and behind the back seat armrest… All this pizzazz comes at a price that forces you to keep good business relationships with your banker (upon purchase) and your dealer (repair costs promise to be astronomical). But all those of us who can ’ t afford a Series 7 can stop crying: the iDrive system isn ’ t the car ’ s only criticized point. Some materials show questionable quality (like the sun visors) and access to the rear seats is too tight for an elegant entrance. The well-finished trunk, considering the size of this car, could have been roomier. Also, the refrigeration hardware infringes on cargo space and prevents from carrying long objects like skis. Once again, technology (i.e., electronics) is a great help in this new sedan. But before addressing the computer issues, let ’ s talk about nuts and bolts.

The Series 7 will arrive next January with a 4.4-litre V8. Though the same size as the preceding engine, the new edition is more powerful (325 hp vs. 282 hp) and more frugal (14% less fuel, apparently). To reach such a level of performance, BMW motorists have completely redesigned the engine. Variable camshaft timing and distribution (the Vanos System) and Valvetronic valve lift control are two of the improvements made on the engine. The end result is a dream-like power plant that runs efficiently, smoothly, responsively and musically. In terms of branding, all the Series 7 needs to measure up to the Mercedes S Class is a 12-cylinder engine that should be offered within a few months.

Carrying power to the rear wheels is a six-speed semi-automatic, a world premiere, equipped with shift by wire controls. That means there is no mechanical link between the gearbox and the shifter. This shifter, by the way, can be mistaken for the wiper lever (located a few centimetres above), which is confusing. Luckily, you won ’ t have to use it too often. To satisfy your appetite for sporty performance, gears can be shifted with impulse buttons located on the steering wheel. The two buttons located on the steering wheel crown shift down and to shift up, you have to move your grip up. Why is this so complicated, when Lexus (among others) offers a much simpler system. Except for the controls, this transmission is flawless.

The size of the Series 7 can lead us to believe it shows limited capabilities on windy roads or in urban conditions. The rack and pinion steering (replacing a ball system) is very accurate and well assisted, which makes for a surprisingly nimble behaviour, even with a longer turning radius. Yes, this BMW is remarkably drivable in turns (it features excellent 19-inch tires) and contrary to a Class S for example, never feels as heavy as it actually is. In fact, it drives almost like a Series 3 in many aspects.

Along with electronic shock absorbing (unlimited variations are possible), it features a pneumatic suspension (also very complicated) that erases almost every road imperfection (except tire noise) and electronically contains body movements.

What about braking? With its 17-inch floating callipers, it reveals powerful, controllable and flawless. The Series 7 certainly redefines the standards in prestige sedans. More powerful, easier to drive, more comfortable, this BMW nonetheless demands that you study the owner ’ s manual thoroughly to fully appreciate its potential! Good reading!

PROS
Technological tour de force
Road performance
Interior comfort

CONS
Trunk lid design
Drive System
Access to the rear seats

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

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

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

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

REVIEWS AND ROAD TESTS

A natural BMW

Very few convertibles have been idolized the way the BMW 3 Series has been. It ’ s even more attractive when you look under its hood.

Eager to please, BMW redesigned the four-seater convertible last year to be even more tempting. Inspired by the huge success attained by the sedan and coupe, the Convertible 325 Ci provide both affluent people and aficionados another excellent method of flaunting their wealth, if not their good taste. BMW significantly reinforced the convertible ’ s body and the company claims that the new model is much stronger than earlier versions.Speaking of options, the new convertible is swimming in them: attractive hard top ($3,400), automatic five-speed transmission with Steptronic gear changer ($1,200), luxury package — anti- reflective automatic rear-view mirror, myrtle trim, front central armrest and electric seats with memory — ($1,275), Sport package — sport suspension, 17-inch alloy wheels and sport seats — ($1,900), navigation system ($3,900) and electric soft-top ($1,980).

Standard equipment includes: traction control, sport tilt telescopic steering wheel decked in leather, manual soft-top, front and side air, air conditioning, dashboard computer and 16- inch wheels.

That ’ s to say nothing of a slew of small yet significant improvements, such as the seatbelt attached to the front seat for better security and accessibility, a two-speed button that advances the front seat more quickly to improve backseat access, and a highly sophisticated headlamp washer system.Driving along the bumpiest roads in rural Quebec, dashboard vibrations and body squeaks were not noticeable. This alone justifies the BMW convertible ’ s price.

As other BMW models, the 325 is not designed for winding roads in poor conditions – unlike, say, the Z3 – but it does extremely well on highways. It boasts excellent handling and a smooth drive thanks to looser spring adjustment.

Performance is also impressive. Less bulky, the convertible is powered by a marvelous 2.5 litre six-cylinder engine far more refined than all others in its category. The vibrations are so unnoticeable that it ’ s easy to forget to shift into fifth gear and suddenly find yourself at 5,000 rpm in fourth.

With its 184 hp and 175 lb-ft, however, the produced torque does not impress anyone. Let ’ s just say it is satisfactory. The gear ratios have been reduced, and as a result, the engine has to turn faster at a given speed, because the vehicle is heavier than the sedan and the coupe. Drivers who insist on disobeying the 11th commandment (thou shalt not exceed the speed limit) would do better to get the 330 model equipped with the 3-litre double overhead camshaft in-line six-cylinder engine.

The impressive package offers all the advantages of driving in the open air, and none of the inconveniences. Without a doubt, being the happy owner of a BMW convertible will make you more popular, if only during the summer months.

PROS
Fantastic handling
Security features
Choice of models
CONS
Numerous and expensive options
Wind noises
Access to rear difficult (convertible and coupe)

REVIEWS AND ROAD TESTS

No Weaklings!

Young people drool over the Viper, but the men who buy it are usually graying at the temples. Those who feel nostalgic for American sports driving will feel comforted at the wheel of this fireball, a real caricature of the wild ride. We understand them: according to the USAC, the Viper is still the car that can go from 0 to 160 kph (100 mph) the fastest without making you take out a mortgage rather than a car loan to buy it.For a contortionist, sliding into a roadster is still the best way to keep in shape. For that matter, the search for an ideal driving position can require almost as much elasticity. The pedal mechanism shifted over to the left (now adjustable), the limited adjustability of the seat, and the lack of a foot rest all contribute to the pilot ’ s discomfort. However, in other ways the roadster has made good progress since its debut. For example, for the sake of economy and flexibility (the roadster and the coupe share the same assembly line), the side door panels on the RT/10 are those of the GTS Coupe: they already included a worthy door handle and electric window controls. On the other hand, we ’ re still waiting for improvements to the terrible soft top, which is still maddeningly complicated. Those who don ’ t like to run topless will be happier, since the GTS Coupe exists with its very generous headroom. As a bonus, the coupe also offers some storage space behind the two seats, just large enough for one or two briefcases. The RT/10 and the GTS each have the original interior. The bucket seats are wrapped – for a price – in a rich Conolly leather (appointed supplier to the Jaguar) whereas the dashboard can be tattooed with brushed aluminum appliquйs.Underneath an exterior that makes one imagine obsolete technology, the Viper turns out to be more evolved than it looks. It is technically advanced under the hood, and let ’ s not forget that its big V10 engine nonetheless bears the mark of Lamborghini ’ s motor mechanics. The twisted little track in Chelsea, Michigan doesn ’ t really allow one to appreciate the Viper ’ s full dynamic. On the other hand, however, it does allow one to get a good feel for the potential of this V10. Its incredible torque catapults you around the tight curves of this track, and unless you ’ re ready to fly off in a tailspin you had better tread very, very lightly on the gas pedal (especially on damp pavement).

For its part, the acceleration is very impressive, if not even violent. Handling the clutch and stick shift with the six speed manual transmission (for those who care, the knob is now more ergonomically designed) demands such firmness that it makes you fear the smallest traffic jam. Finally, the steering and suspension work together to let you feel every little imperfection in the pavement with extraordinary accuracy. To ensure more secure stopping, the Viper has added an antilock brake system this year. Instrument of torture, or true sports car? The Viper is a little of both. It ’ s hard to resist this seductive little reptile, though, time to have a chat with Eve!

PROS
Breath-taking performance;
Sporty road handling;
Price/performance/exclusiveness ratio.

CONS
Siff clutch and shifter
Handling on damp pavement
Wooden suspension.

REVIEWS AND ROAD TESTS

No Weaklings!

Young people drool over the Viper, but the men who buy it are usually graying at the temples. Those who feel nostalgic for American sports driving will feel comforted at the wheel of this fireball, a real caricature of the wild ride. We understand them: according to the USAC, the Viper is still the car that can go from 0 to 160 kph (100 mph) the fastest without making you take out a mortgage rather than a car loan to buy it.For a contortionist, sliding into a roadster is still the best way to keep in shape. For that matter, the search for an ideal driving position can require almost as much elasticity. The pedal mechanism shifted over to the left (now adjustable), the limited adjustability of the seat, and the lack of a foot rest all contribute to the pilot ’ s discomfort. However, in other ways the roadster has made good progress since its debut. For example, for the sake of economy and flexibility (the roadster and the coupe share the same assembly line), the side door panels on the RT/10 are those of the GTS Coupe: they already included a worthy door handle and electric window controls. On the other hand, we ’ re still waiting for improvements to the terrible soft top, which is still maddeningly complicated. Those who don ’ t like to run topless will be happier, since the GTS Coupe exists with its very generous headroom. As a bonus, the coupe also offers some storage space behind the two seats, just large enough for one or two briefcases. The RT/10 and the GTS each have the original interior. The bucket seats are wrapped – for a price – in a rich Conolly leather (appointed supplier to the Jaguar) whereas the dashboard can be tattooed with brushed aluminum appliquйs.Underneath an exterior that makes one imagine obsolete technology, the Viper turns out to be more evolved than it looks. It is technically advanced under the hood, and let ’ s not forget that its big V10 engine nonetheless bears the mark of Lamborghini ’ s motor mechanics. The twisted little track in Chelsea, Michigan doesn ’ t really allow one to appreciate the Viper ’ s full dynamic. On the other hand, however, it does allow one to get a good feel for the potential of this V10. Its incredible torque catapults you around the tight curves of this track, and unless you ’ re ready to fly off in a tailspin you had better tread very, very lightly on the gas pedal (especially on damp pavement).

For its part, the acceleration is very impressive, if not even violent. Handling the clutch and stick shift with the six speed manual transmission (for those who care, the knob is now more ergonomically designed) demands such firmness that it makes you fear the smallest traffic jam. Finally, the steering and suspension work together to let you feel every little imperfection in the pavement with extraordinary accuracy. To ensure more secure stopping, the Viper has added an antilock brake system this year. Instrument of torture, or true sports car? The Viper is a little of both. It ’ s hard to resist this seductive little reptile, though, time to have a chat with Eve!

PROS
Breath-taking performance;
Sporty road handling;
Price/performance/exclusiveness ratio.

CONS
Siff clutch and shifter
Handling on damp pavement
Wooden suspension.