BMW's 3-series has undergone quite a transformation since first rolling onto these shores in 1976. It's grown larger with every generation to the dismay of the sports-sedan faithful, and it was no different when the latest 3-series sedan debuted for the 2012 model year.
The sixth-generation car grew an additional 3.7 inches in length and the wheelbase stretched by 1.9 inches. Track also fattened up 1.2 inches in front and 1.7 inches out back. The extra size translates into the cabin where rear passengers enjoy an extra half inch of knee room and all passengers benefit from more headroom.
Another wrinkle in the latest 3-series is its laser focus on improving fuel economy. Technology such as electric-assist steering, auto stop/start, turbocharged four-cylinder power and an “eco” mode were also added to raise its green credentials.
How big was the uproar over the bigger and more environmentally friendly 3-series? Based on feedback we received from owners, the car's growth spurt is actually appreciated. “The size is just perfect. The prior model was too small and the 5-series became too big. The typical 3-series owner is getting older, getting wider and enjoying a growing family. BMW is allowing the car to grow with us,” said one owner.
The new cabin received praise for its supportive seats and simplified iDrive interface with a large LCD screen. Some, however, were disappointed with the quality of materials, which were described as “a bit cheap.”
Some were annoyed by the stop/start system and its juddering restarts. “It is a great concept, but it needs work by
BMW engineers to refine it,” wrote an owner who was happy it can be disabled. The electromechanical power-steering was also a sore spot, with many looking for more heft and feedback.
Those quibbles aside, the general consensus about the 3-series' drive character was overwhelmingly favorable. “The car handles like it's on rails, pulls like it's hooked up to a pack of sled dogs and has the looks to back it up,” gushed one owner.
The adjustable drive-setting system also won praise. “The driver-experience modes aren't some gimmick—they really change the dynamics of the car. Comfort mode is less aggressive and no longer makes my kids nauseous. When Dad's alone and wants to get naughty, I'll flip it to sport mode, and the thing's a rocket!”
For some hard numbers, we took a 335i equipped with a six-speed manual to the track. In speed tests, the turbo-charged 300-hp I6 pushed the Bimmer to 60 mph in 5.2 seconds and covered the quarter-mile in 13.9 seconds at 104.1 mph, quick for a sedan. Best launches were done by revving to 5,000 rpm with quick clutch engagement. Testers noted that even with the car in sport-plus mode, which automatically disables traction control, it still felt like the system was limiting output on launch.
Handling numbers were also good, with the car blitzing through our 490-foot, eight-cone slalom at 44.8 mph and pulling 0.87 g on the skidpad.
Braking was most impressive, as the Bimmer needed just 112.1 feet to bring the 3,571-pound sedan to a stop from 60 mph. “Brakes were profound. That's sports-car territory, not sports-sedan territory. Stopping this much mass in 112.1 feet is very good,” noted our tester.
By most accounts, the latest 3-series is still the sports sedan all others are chasing from a drive standpoint, and our track numbers back that up. Not bad for a larger and more fuel-efficient specimen.
2012 BMW 335i Sedan
STICKER
Base price (includes $895 delivery): $43,295
As-tested price: $51,695
OPTIONS AS TESTED
Technology package, including hard drive-based navigation, real-time traffic information, voice-activation and head-up display ($2,550); premium package, including universal garage-door opener, comfort access, auto-dimming side mirrors and Dakota leather upholstery ($1,900); sportline package, including leather sport steering wheel, 18-inch double-spoke alloy wheels, black mirror caps, sport seats, brushed-aluminum trim, matte coral-red highlight trim, sport suspension, Anthracite headliner, sportline aesthetic elements, increased top speed and black leatherette with red highlights ($1,700); driver-assistance package, including lane-departure warning and active-blind-spot detection ($1,100); park-distance-control front and rear sensors ($750); rearview camera ($400)
CHASSIS
Unibody four-door sedan
DIMENSIONS
Wheelbase (in): 110.6
Track (in): 60.5 front, 62.1 rear
Length/width/height (in): 182.5/71.3/56.3
Curb weight/GVWR (lb): 3,571/4,542
CAPACITIES
Fuel (gal): 15.8
Cargo (cu ft): 13
Headroom/legroom (in): 42.0/40.3 front, 35.1/37.7 rear
ENGINE
Longitudinal 3.0-liter turbocharged I6
Power: 300 hp @ 5,800
Torque: 300 lb-ft @ 1,200-5,000
Compression ratio: 10.2:1
Fuel requirement: 91 octane
DRIVETRAIN
rear-wheel drive
Transmission: six-speed manual
Final drive ratio: 3.23:1
BRAKE/WHEELS/TIRES
13.4-inch ventilated discs front and 13.0-inch ventilated discs rear; aluminum 225/45 R18 wheels; Pirelli Cinturato P7 All-Season Run Flat
SAFETY
Four-wheel antilock brakes, stability control with traction control
NHTSA overall crash rating (out of five): 5
Standard airbags: 8
STANDING-START ACCELERATION
0-60 mph: 5.2 sec
Quarter-mile: 13.9 sec @ 104.1 mph
BRAKING
60-0 mph: 112.1 ft
HANDLING
490-ft slalom: 44.8 mph
Lateral acceleration (200-ft skidpad): 0.87 g
FUEL ECONOMY
EPA (city/highway/combined): 20/30/23 mpg
AW overall: 25 mpg
RESIDUALS
Three-year: $23,218
Five-year: $16,510
