BARCELONA—Take the world’s best-selling sports sedan. Make it bigger, and knock it down from six cylinders to four.

Will it still fly?

Oh, yes indeed.

BMW’s 3 Series has sold some 12.5 million copies since its 1975 introduction, and in Canada, it holds about 30 per cent of the company’s total sales. This new-for-2012 sedan has some big shoes to fill, but after some time behind the wheel, there’s no question that it’s more than capable of the job.

The rollout of the new model will be gradual. The 2012 lineup will consist of the all-new sedan, which goes on sale in February, and carried-over versions of the 3 Series coupe and convertible. Prepare for confusion. The new 328i sedan uses an equally new turbocharged 2.0-litre four-cylinder engine. The 2012 coupe and ragtop also use the 328i name, but continue on with their inline six-cylinder engines.

There is also a new 335i sedan, which uses the 300-horsepower, turbocharged 3.0-litre six-cylinder from last year. It will go on sale alongside the 328i in February, while all-wheel-drive versions will come out later next year. Also coming up is an entry-level 320i sedan, using a detuned version of the turbo-four cylinder, and a hybrid sedan.

Of all the models coming to Canada, only the 328i was available on the media launch here, along with the new 320d diesel, destined for European markets. Never say never, but there are no immediate plans to bring the oil-burner to Canada, given that the costly 335d diesel didn’t sell too well here.

Pricing on all of the 2012 sedans remains a mystery until January, but I expect it shouldn’t stray too far from the 2011 tag, which started at $41,500 for the 328i sedan and $51,400 for the 335i. The new 320i replaces the 323i, which started at $37,650. For the first time, the 3 Series will be available in three trim lines, dubbed Sport, Modern and Luxury.

Both the 328i and 335i default to a six-speed manual transmission, but my test car sported another new item, an eight-speed automatic that will be optional on both.

The new four-cylinder is better instead of bigger, making 240 horses and cranking its peak 260 lb.-ft. of torque from 1,250 to 4,800 rpm. By comparison, the outgoing six-cylinder 328i made 230 horses and its 200 lb.-ft. of torque started at 2,750 rpm. The twin-scroll turbocharger sends the power out pretty much instantaneously. Like most turbos these days, there’s no lag, just smooth power when you put your foot into it.

New on this model is auto start/stop, which, like a hybrid, shuts off the engine when you’re idling, such as at a red light. The lights, climate control and stereo continue to run. It’s part of the company’s larger “EfficientDynamics” initiative, which also includes lighter-weight components and a new Eco mode that reduces fuel consumption by adjusting the throttle response and shift points, and the air conditioning and other electrical draws.

The eight-speed transmission is a super-smooth unit, but comes with the company’s weird electronic shifter, which requires you to push it forward to engage Reverse — the opposite of pretty much everything else out there, and a potential for driving forward instead of backing up for those unfamiliar with it, such as in multi-vehicle families.

Several new technologies are also available, including a full-colour head’s-up display, smartphone hookups that can read text messages and calendar entries, and warnings if a vehicle’s in your blind spot, if you’re drifting out of your lane, or if you’re about to run into something up ahead.

The parking assist now includes the sides and front of the car as well as the rear, and shows up as a “bird’s-eye” overhead view on the dash screen. But neatest of all is the automatic trunk operation: kick your foot under the bumper and, providing the key’s in your pocket, the trunk pops open. It’s great when your hands are full, but remember to stand far enough back so it doesn’t rap you in the chin on its way up.

The 3 Series is as responsive and well-balanced as always, but now feels lighter and more agile, having shed some 40 kilos despite the larger dimensions. If you loved the weighty steering of the previous generation, though, you might not be as enamoured this time around: the new electric-assist system, chosen for its positive effect on fuel efficiency, is much lighter. It tightens up when the system’s put into “Sport” mode, and it’s definitely not numb, but it lacks that visceral one-with-the-road feeling that was the 3’s hallmark.

The styling hasn’t changed drastically, with the majority of alterations to the lights and grille, and a new body crease running back from the front fender. The car’s larger dimensions address one of the main issues of the old one: rear-seat passengers no longer feel like they’re being punished for something. The trunk is some 20 litres larger, too.

The interior looks much better than before, without as much obvious plastic and with mostly soft-touch surfaces. Real cupholders in the console replace the awful flip-out variety on the old model, which balanced drinks precariously over the passenger’s knees. Should you not be the drinking-while-driving type, there’s a shallow tray that snaps over and hides them, and has its own little storage net in the glovebox when it’s not needed.

Each trim line has its own dash design and matching key, such as the snazzy red line that accentuates both on the Sport.

Other than the steering feel — which probably won’t be an issue for the majority of urban drivers — this new 3 takes the model a major step in the right direction with its lighter weight, roomier interior, beautiful balance and lively little four-cylinder engine. The old one was good. This one is even better.

Source:

Jil McIntosh

Toronto Star