Long-Term Road Test Intro
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You knew this test was coming.
Date: August 2012
Months in Fleet: 2
Current Mileage: 5903 miles
Average Fuel Economy: 27 mpg
Average Range: 427 miles
Service: $0
Normal Wear: $0
Repair: $0
Our longstanding admiration of BMW’s 3-series is not exactly a state secret. This compact package of shrewdly engineered fun and function has won our affection through five generations over the past 35 years. From the first 110-hp coupe-only E21-platform models (with base prices well under $10,000) through to today’s wagon, sedan, coupe, convertible, and M3 editions, the 3-series is what most of us would buy if we were forced at gunpoint to park but one automobile in our garage.
A 328i only slightly inhibited by an automatic transmission recently trumped four challengers in a compact-sport-sedan comparison test. To determine if a sixth-gen, F30-edition 3-series has the mojo to enthrall us through the long haul, we started the odometer spinning on a 328i equipped with a six-speed manual transmission.
Spec’ing Order
Now that BMW serves entry-level customers with the 1-series, the 3-series has abandoned any pretense of screaming-deal status. Our long-term 328i sticker started at $35,795 and broke through the $50,000 barrier even though we exercised some restraint selecting options. Sport Line trim, the most expensive of three available package upgrades over a base 2012 328i, adds $2500, but it’s a shrewd choice because it includes wider and larger-diameter wheels, lower-profile run-flat performance tires, a sport suspension, and an “increased top-speed limiter” (to an essential 155 mph), in addition to a leather-wrapped steering wheel, and various red and black interior and exterior aesthetic touches. (The $3850 M Sport Line was added for 2013 and includes most of the Sport Line’s trappings plus unique wheels and a body kit.)
What BMW calls Adaptive M suspension, code for electronically adjustable damping, is available only with Sport Line trim on 2012 models. (It has since been opened up to all 3-series buyers for 2013.) Tightening up the ride and handling action is done through a console-mounted Driving Dynamics Control switch, which also manages power-steering assist effort, throttle response, and stability-control thresholds. Stepping up to leather seating surfaces requires the $3600 Premium package, which also includes power front seats, keyless entry, a sunroof, and auto-dimming mirrors. Gear that should be included in that upgrade but isn’t: a split-folding back seat ($475), heated front seats ($500), xenon adaptive headlamps with “angel eye” adornments ($900), and the BMW Assist telematics and hands-free system ($650), all of which was built into our test car.
A $2550 Technology package is BMW code for a navigation system, which, along with other pertinent information, lights up a nine-inch dash-top display screen. The $950 Premium Sound option we added provides satellite radio (including a one-year service subscription), and a Harman/Kardon surround-sound audio system. One of the questionable functional advancements BMW developed for this 3-series generation is fully automatic parallel parking. Instead of spending on that silliness, we opted for a $750 Park Distance Control system that provides both audible and visible warnings (in the display screen), but no actual view of what you’re about to back over.
The bottom line: a suggested retail price of $50,120 for a nicely equipped sports sedan with a suitable assortment of frills.
Testing, Testing, 3, 3, 3
A day at the test track revealed that this long-term 328i fits neatly between the 335i we reviewed in February and the aforementioned 328i automatic that beat an Audi, an Infiniti, a Mercedes, and a Volvo a short time later. The sprint to 60 mph took 5.6 seconds on the way to a quarter-mile ticket in 14.3 seconds at 100 mph. Stopping from 70 mph consumed 172 feet of road—way better than the previous 328i but eight feet longer than the 335i and not that competitive in the sports-sedan realm. At least fade was not an issue. The 0.88 g of cornering grip is best characterized as mid-pack among this car’s competitive set.
Unless it’s disengaged at the beginning of every trip, a standard stop-start system kills the engine at red lights to curb both consumption and exhaust emissions. We’re strongly in favor of such systems, which are becoming standard practice in light of the benefits provided. Unfortunately, the one in our 328i is obstreperous. While the restart is quick and effortless, it’s accompanied by more shudder than is appropriate for any luxury compact. Note to BMW’s algorithm engineers: Raise your game if you expect 3-series customers to avoid tapping your stop-start system’s disable button.
This BMW has already hauled fellow staffers all over Michigan and to Virginia, North Carolina, and Iowa destinations. It’s a competent and satisfying high-speed cruiser that uses its compact size to slip through the traffic mix without drawing attention, in spite of the tomato-red paint. So far, the engine’s willing thrust and the transmission’s wieldy flexibility have been a joy to exercise. The split-folding rear seat and 17-cubic-foot trunk provide ample room for luggage, sports gear, and box-store booty. There was a loss of road feedback that came with the F30’s switch from hydraulic to electric power-steering assist, but this car requires little minding to hold a dead-ahead path during long freeway stints. The ride is supple and the driver’s seat provides the comfort and support needed to rack up hundreds of miles between bladder breaks and refueling stops. Good outward visibility helps avoid the clutches of over-zealous law enforcers.
One pleasant surprise is that the 27 mpg we’ve experienced during the first 6000 or so miles is an exact match with what the window sticker predicts for combined gas mileage. Unfortunately, premium fuel is required.
Color us satisfied with the latest version of BMW’s most endearing model so far. The 328i’s combination of comfort, efficiency, long-haul prowess, and driving fun has kept it in high demand. At the present rate of travel—typically 1000 miles per week—the powertrain and tires barely cool down between users. Thus far the smiles-to-annoyances ratio has been strongly positive, suggesting that the 3-series will remain among our favorite compact sports sedans.
Specifications
VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $50,120 (base price: $35,795)
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 cu in, 1997 cc
Power: 240 hp @ 5000 rpm
Torque: 255 lb-ft @ 1250 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 110.6 in
Length: 182.5 in
Width: 71.3 in Height: 56.3 in
Curb weight: 3434 lb
PERFORMANCE: NEW
Zero to 60 mph: 5.6 sec
Zero to 100 mph: 14.3 sec
Zero to 130 mph: 26.7 sec
Rolling start, 5–60 mph: 6.8 sec
Top gear, 30–50 mph: 9.9 sec
Top gear, 50–70 mph: 7.6 sec
Standing ¼-mile: 14.3 sec @ 100 mph
Top speed (governor limited): 155 mph
Braking, 70–0 mph: 172 ft
Roadholding, 300-ft-dia skidpad: 0.88 g
FUEL ECONOMY:
EPA city/highway driving: 23/34 mpg
C/D observed: 27 mpg
Unscheduled oil additions: 0 qt
WARRANTY:
4 years/50,000 miles limited coverage;
12 years/unlimited miles corrosion protection;
4 years/unlimited miles roadside assistance;
4 years/50,000 miles free routine maintenance
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