"Dori A Schmetterling" wrote in message

> This week's review in the UK Sunday Times was very favourable:

The Telegraph liked it too:


Bigger, safer, cleaner, faster and better all round, BMW’s fifth-generation
3-series is nothing less than excellent, says Tony Dron

We knew BMW had to do it, but it was intensely aware of that need. Now the
Munich company has finally unveiled the fifth generation of its
class-leading 3-series and this stunningly good new car deserves to maintain
its position at the top of the all-important premium sector of the market.

This is where BMW really earns its living. Admittedly the firm has reduced
its dependency thanks to other models, especially the successful 1-series
launched last year, but the 3-series remains the major profit centre and
failure here would risk a plunge into dangerous times. But there is no need
to worry just yet.

Style, high quality and performance were in part the factors that put BMW at
the top of the sporting saloon sector in the first place but, above all, it
was the feel of the cars and their superb balance that made them the first
choice of the saloon-driving enthusiast.

If you go back far enough, BMW once held an extraordinary advantage there,
but that's ancient history: the particular magic associated with the BMW
badge has gone because we live in a different world now. There are serious
rivals where once there weren't any, while social conditions and driving
itself have changed almost beyond recognition since BMW began to soar to the
top in the 1960s.

Nevertheless, everyone at BMW recognises the need to carry on delivering
those goods: whatever else changes around them, they know that outstanding
roadholding and handling are quintessential qualities never to be lost.
These they have achieved to an amazing degree with the latest 3-series, the
new car gripping the road tenaciously while being uncannily predictable and
safe.

If you need to chuck it into corners, it responds superbly to the challenge.
Improved and lightened suspension components, plus ever-increasing
electronic sophistication, have produced a car that makes a mockery of the
old rear-wheel drive versus front-wheel drive debate.

With Dynamic Stability Control, your risk of losing the back end of a new
3-series is so small that it can be ignored. For more performance, there are
stages by which this interference can be reduced and, ultimately, turned
off. Even then, the 3-series responds safely and predictably to good driving
practice. It would be hard to over-praise this aspect of its character.

On reflection it is odd, yet curiously pleasing, to report that piston
engines, mounted up front and driving the rear wheels, remain at the cutting
edge of automobile design and performance in the 21st century when so many
other options are being pursued, yet this car proves it to be a fact.

Core values having been satisfied magnificently, what about the rest of the
car? Well, it has grown a bit, again. This incessant growth in cars amused
me until BMW pointed out that people are also getting bigger, on average by
about 1mm per year, and that's why the 3-series has been enlarged.

Slightly bigger all round than before, 40 per cent of that goes to the
occupants, 40 per cent to increased luggage space and the rest to yet more
safety equipment. The extra room inside is especially welcome, as are the
superb new seats.

It's pretty comfortable in the back. Perfect examples of the previous four
generations, dating back to 1975, were on static display during the launch
of the latest model. Casting a nostalgic eye, I sat in each one in turn. The
original had tremendous charm but the 2005 version is far better than any of
its forebears.

The urgent bid to keep weight down in the face of this increase in size
means bodies are now lighter, yet considerably stiffer, and there is
extensive use of ultra-lightweight, magnesium-alloy castings in the new
engines, which are not only lighter but more efficient than before.

Luxury items, previously available only in 5-series models or above, have
reached the 3-series for the first time. One, on six-cylinder models only,
includes the option of Active Steering.

This is now so sophisticated that it's hard to tell it's there; it just
makes the car even easier to drive. The software has been enhanced to
respond to a variety of situations, not just easier passage around car
parks; if opposite lock is required, for example, it adds five degrees of
front wheel movement to help you.

That means there's 60 degrees less movement of the steering wheel required,
but even on a twisty skidpan circuit you don't notice a thing, except that
it's easier work. If I mention that I overheard two colleagues arguing about
whether Active Steering was even fitted to the car they had both just
driven, I feel the point is made.

Great efforts have also gone into reducing any deterioration in ride comfort
when sport packs and run-flat tyres are fitted. Not so long ago, it was like
chalk and cheese but now it's harder to detect any loss of quality.

I drove the 330i and the 320d versions, the latter sure to be by far the
bigger seller. Diesel sales have leapt: last year the previous 320d
accounted for 46 per cent of UK 3-series sales, whereas the contemporary
330i made only 2·7 per cent. Both replacement engines are excellent, the
six-cylinder petrol version being smoother and considerably more powerful
but the less expensive turbodiesel packing impressive mid-range punch and
requiring far fewer fuel stops.

There was some vibration at low speed with the diesel but it was not a major
fault. The growing switch to diesels has resulted partly from dramatic
improvements in technology and partly from tax benefits for business user
but if you can quantify those precisely today you're a lot cleverer than I
am. If in doubt, consult a tax expert.

The new 3-series will be phased in by stages, starting with three petrol
versions and a turbodiesel available from March 12. Coupés in the new style
will not reach the showrooms until late next year and replacements for the
ultra-sporting M3 and the convertible will follow some time after that. A
foldaway hardtop remains "under consideration", perhaps two years away. With
the 1-series launched, there's no need for 3-series Compacts.

In short, BMW has produced another winner. As for the new look, all I can
observe is that the stylists have not been given free rein with such a
vitally important new model. The new 3-series is certainly different but
there's nothing outrageously controversial about it.

To me, it looks considerably better around the rear three-quarter view than
any previous 3-series ever did; too often I have felt that the front of a
BMW looked great but somehow the designers lost the way behind the driver's
door. But what do I know about that? I'm no fashion guru so please make up
your own minds about its beauty or otherwise. I can assure you that it's a
great car to drive.

Mind you, if you want almost equal exclusivity, think about a top of the
range Ford Mondeo. Don't laugh; it too is an outstanding car in its own way.
But it only just managed to outsell the 3-series in the UK last year.

BMW 3-series
Price/availability: from £21,090 for saloon 320i to £28,455 for 330i SE. On
sale March 12.

Engine/transmission: 320i: 1,995cc, in-line four-cylinder petrol; 150bhp at
6,000rpm, 148lb ft of torque at 3,600rpm. 325i: 2,497cc, in-line
six-cylinder petrol; 218bhp at 6,500rpm, 184lb ft of torque at
2,750-4,250rpm. 330i: 2,996cc, in-line six-cylinder petrol; 258bhp at
6,600rpm, 221lb ft of torque at 2,500-4,000rpm. 320d: 1,995cc, in-line
four-cylinder turbodiesel: 163bhp at 4,000rpm, 251lb ft of torque at
2,000rpm. Six-speed manual or (on 325i and 330i) optional six-speed
sequential manual; optional (on all models) six-speed Steptronic automatic.
Rear-wheel drive. Performance: 320i manual (Steptronic in brackets): top
speed 137mph (134mph), 0-62mph in 9·0sec (9·7sec), EU Urban fuel consumption
26·4mpg (25·7mpg), CO2 emissions 178g/km (190g/km). 325i: 152mph (150mph) /
7·0sec (7·7sec ) / 23·3mpg (21·9mpg) / 203g/km (218g/km). 330i: limited to
155mph (155mph) / 6·3sec (6·6sec) / 22·2mpg (21·9 mpg) / 210g/km (216g/km).
320d: 140mph (137mph) / 8·3sec (8·6sec) / 36·2mpg (31·0mpg) / 153g/km
(179g/km).

We like: Stunning improvements in an all-new version of an already
outstanding car; safer, faster, cleaner, more economical, more luxurious,
excellent engines and transmissions, superb handling.

We don't like: Nothing worth mentioning.

Alternatives: Alfa Romeo 156 2·4 JTD, from £20,850. Ford Mondeo 3·0 V6, from
£21,480. Jaguar X-type, from £19,995. Lexus IS, from £18,850. Mercedes-Benz
C-class, from £21,200. Volvo S40 2·5, from £23,113.