2024 BMW 320i Reviews

Remember when Hoover meant vacuum cleaner and Kodak meant camera? They became synonymous with the product and it must have been hell if you were Acme Vacuums or Click-me Cameras.It's a bit like that with cars. Some epitomise their segment. Perhaps they were first, or best, or just most popular. Either way, they define the envelope that everyone else tries to push.Before the Range Rover came along, no one thought a living room could go bush. Now, luxury off-roaders are everywhere. Some are faster; some handle better. But the Rangie is ground zero for posh SUVs.The Porsche 911 wasn't the first sports car and there are certainly more rational designs. But it's endured a half century and has become the reference point for anything new. The same goes for Mercedes's full-size luxury sedan, the S-Class.When it comes to the single most popular type of luxury car, the junior executive sedan, it's BMW that wrote the rules. Since the 3 Series started in 1975, its combination of badge, practicality and handling has been the first rung on the premium ladder for millions of buyers. More than 12.5 million, in fact, and in many markets it has become a cliche of upward mobility.With an eye on that showroom revenue, almost every premium brand has produced a wannabe to arm-wrestle the 3 into submission. Then, when the critics are harsh and the sales don't come, there's a bruising retreat: ``No, we weren't really trying to out-3 the 3. We're happy with our (tiny) piece of the pie.'' Put your hands up, Jaguar, Alfa, Volvo and more.The only ones with half a chance are the other Germans. Audi, with the A4, has been getting closer and Mercedes, in this market at least, has been winning with the C-Class. Since the last model arrived almost five years ago with sharper prices and a younger mindset, it has outsold the 3 sedan.More surprising still, for five months last year the C outsold every mid-size car at any price, except the Toyota Camry. It finished the year third, behind the Ford Mondeo but ahead of the Mazda 6, Honda Accord Euro and Hyundai i45: cars that start $25k below. In seventh was the 3 Series and the A4 was 10th.It's not just that the traditional mid-size volume sellers are doing it tough. It was a similar result in 2010. Premium isn't exclusive any more. It's mainstream. Seven years after the E90, a new sixth-generation 3 Series, coded F30, has unbolted the kitchen sink to reclaim its title and give shoppers fewer reasons to go sub-premium.With the mainstream buyer in mind, the lack of rear seat space in the previous car has been addressed with a decisive move up in scale. The new 3 is more than 9cm longer than before as well as being wider and taller. There's more leg room in the rear, more headspace all round and the boot is bigger. The most affordable BMW that could unequivocally fit a family used to be a 5 Series, and that meant at least another $20k. Not any more.The range is better value, too. Premium brands would rather compete on equipment than headline prices, so the 3 begins at $56,400 with the 318d, which is pretty close to where it was before. That remains something of a budget model, with synthetic leather and 16-inch wheels. But the list of standard fittings is longer and includes split-fold rear seats, a large control screen and rear parking sensors.Step up $1200 to the 320i and there are power seats and gearshift paddles. Real leather begins at $66,900 in the 328i. The result is a more compressed range, with more standard kit in the lower models but less in the top spec 335i, which drops $16k.BMW has bundled together many of the cosmetic options into three style lines that change interior and exterior trim in harmony. There are some surprises here, such as a textured wood finish and coloured dials available in the modern line. Very un-Germanic, almost Scandinavian.As usual there's a new attention grabbing feature, too. In this case, a motion sensor beneath the rear bumper responds to a wave of the foot by opening the boot. Parents with babes in arms, pay attention.The higher dollar is one reason luxury brands have more scope to add features. Another is that many of their cars now fall below the luxury tax threshold thanks to more efficient engines. If economy is 7.0 litres per 100km or better, then the tax kicks in at $75,375 instead of $57,466. That can liberate thousands.The 318d and 320d diesels, with economy of 4.5l/100km, match the efficiency of many small cars including BMW's own 1 Series. And a Toyota Prius owner is saving less than a dollar every 100km. Emission rules are also responsible for BMW's decision to drop its naturally aspirated straight six-cylinder engine, which was a brand signature, in favour of a turbocharged four-cylinder. This 2.0-litre petrol unit achieves 6.0l/100km in the 320i and 6.3 in the 328i.The only six is the turbo in the 335i, a carry-over engine. But even here there's improvement, to 7.2l/100km from 8.7, thanks to the eight-speed automatic that is now standard across the range.Other fuel-saving strategies, such as idle-stop and brake energy regeneration, have been part of the luxury furniture for some time. Mainstream makers are still catching up.So there's more to the 3 in this generation in a full-throttle attempt to push this car to the head of the pack, in line with its reputation. It has a year or two of clear air before there's a completely new C-Class or A4. This car presses the reset button.Sooner or later, though, every Kodak has a smartphone to contend with. The 3 Series still accounts for one-third of all BMWs sold, but its share of the action is falling. And it's not really about the C-Class or the A4. The luxury segment is no more immune to the SUV trend than any other. In 2001, they were a blip on the luxury buyer's radar. Last year, they were 35 per cent of all luxury sales. Mr Hoover, your Dyson is ready.BMW 3 SERIES HISTORYE21 (1975-82): Debuts as a two door with four cylinders, ranging from a 73kW 1.6-litre in the 316 to a 93kW 2.0-litre in the 320i. Six cylinders appear in 1977. Production: 1.36mE30 (1982-90): Slightly bigger but weighing less, the E30 is the first to come with four doors (in 1983) and then as a wagon and convertible. M3 debuts in 1985 as a 149kW, 2.3-litre four cylinder. Production: 2.22mE36 (1990-98): Third generation appears first as a four-door and grows again. A compact adds to variants-eventually 31 of them-while engines gain variable timing on inlet valves. Production: 2.75mE46 1998-2005: Sedan is now 12cm longer than original two door. Range begins with a 88kW, 318i four-cylinder, while six-cylinders now have variable exhaust and inlet timing. Production: 3.14mE90 2005-11: Again bigger but no heavier, thanks to aluminium panels. Rear suspension is now a five-link design and all gearboxes are six speeds. Eight airbags and run-flat tyres standard. Production: c3.04mF30 2011: Grows again to be longer than original 5 Series. Four-cylinders replace all previous sixes (except in 335i), with turbocharging and an eight-speed gearbox on every model.

The car that already accounts for a third of all BMW sales seems certain to build on its success, with the latest 3 Series growing in stature, power and efficiency. The range, launched last week in Victoria's hilly Healesville, comprises five models, all of them turbocharged and all fitted with eight-speed transmissions, engine stop-start technology and a long list of standard features. Two are diesels, three on petrol diets and there's a cracker of a new four-cylinder engine that replaces the much-loved straight-six in two of the variants. BMW says advance orders for the new 3s are the strongest yet. THE RANGEThe diesels are the 318d and 320d, then there's the 320i, 328i and the ferocious 335i. Its 225kW and 400Nm engine carries-over from last year, but fuel economy has been improved, emissions are down and acceleration has been cut to a blistering 5.5seconds to 100km/h. It's also about $10,000 cheaper than the earlier model. DESIGN Sleeker than ever, the 3 Series now has a drag factor of just 0.26 thanks to its sporty aesthetic. The car has a 50mm longer wheelbase, is 93mm longer overall and front and rear tracks have been pushed out by 37 and 47mm respectively. A thin lower air intake sits below the grille and helps to create an aero-improving'air curtain.' Inside, back seat passengers get more leg and headroom and the backrest has a 20/40/20 split to extend cargo space. The cockpit has a new free-standing colour monitor for the comprehensive iDrive functions and some models get a heads-up display on the windscreen.TECHNOLOGYThe engines in all models have twin-scroll turbos. The 318d has a 2.0litre 105kW/320Nm diesel and an official fuel figure of 4.5litres/100km. The 320d, also a 2.0litre, puts out 135kW/380Nm and the same economy and the 320i petrol version has the all-new 2.0litre four that develops 135kW and 270Nm, with a combined cycle of 6.0litres/100km. The 328i has a highly tuned version of the same motor: 180kW and 350Nm and the 335i has a 3.0 six with 225kW and 400Nm. The smooth, fast-shifting ZF eight-speed auto is a first for BMW in the mid-size segment.It's a great unit linked to the new Driving Experience Control (DEC) rocker switch that not only offers Comfort, Sport and Sport Plus options, but also Eco Pro mode, which gives all the models the potential to improve the economy figures.DRIVINGIt's what you make of it. Take your pick of the DEC quartet and you can go like the clappers, cruise in luxury or do the eco thing. The undercarriage has been beefed up and rewards drivers with better dynamics and ride comfort. The 3 Series has a near-perfect 50/50 balance  it's also 30kg lighter and its quick steering, huge torque, tremendous brakes and tenacious grip make it a standout in the driver department. VALUEStart at $56,400 for the 318d. The 320d is $60,900, the 320i $57,600, the 328i $66,900 and the flagship335i $91,900. There are also Modern, Sport and Luxury Line trim and equipment options and a vast selection of extras that can easily take even the mid-spec models well into six figures. The 335i, 328i and 320d are on sale now, with 320i and 318d stocks arriving in the March production. We enjoyed almost every aspect of the new 3 Series. An exception would be the optional `driftwood' interior trim; truly awful.

The new BMW 3 Series sets a high benchmark with a bigger body, more room, greater safety, higher technology, more dynamic performance and smaller, more powerful and "greener" engines.VALUEThe new model lines make price comparisons difficult, but there has been a slight increase in base models and substantial decreases in middle and flagship models. As all but the 335i have economy figures lower than 7L/100km, they save buyers the luxury car tax. There is also a substantial increase in creature features and hi-tech driver aids, so value has improved, forcing Mercedes-Benz to recently make some price adjustments to combat the coming model.Initially we get the sedan variants in base and three trim "lines" (modern, sport and luxury), with two transmissions and three engines, two of which have different outputs. However, because of production schedules, the entry level 118d and 120i models will not arrive until the middle of the year.BMW Group Australia product and market planning manager Toni Andreevski says the new model lines make customer buying decisions easier, but it still makes my brain hurt thinking about the choices. He admits that half of all buyers will simply choose a car off the dealer's showroom floor, anyway.As usual, there is also a host of options such as adaptive M suspension (up to $2200 depending on model), sunroof (up to $2900), TV (up to $2250) and satnav (up to $2000).TECHNOLOGYMany will mourn the passing of a straight-six naturally aspirated engine in a 3 Series, but the new all-turbo line-up will write a new chapter in BMW history.Top of the range is the three-litre twin-turbo six 335i, but the new hero car is expected to be the 328i with its high-spirited 180kW of power offset by low fuel consumption figures of 6.3 litres per 100km. The same two-litre petrol engine in the 320i has 40kW less power but is only 0.3L/100km lighter on fuel. At $9300 less, it is expected to be the big seller. The two-litre diesel engines also come in two output variants. The 320d has 135kW of power and 389Nm of torque compared with the 318i with 105kW/320Nm, but they have the same economy figures of a paltry 4.5L/100km.All models come with stop-start, but even Mazda is about to introduce that technology across many in its range.Another new feature is Driving Experience Control or driving modes where you can switch between an economy mode that is claimed to save up to 20 per cent on fuel, Comfort, Sport and Sport+ where even the traction control can be adjusted to suit. The 318d doesn't get the Sport+ mode. They come standard with an eight-speed automatic transmission with paddle shifts (except 318d) or an optional six-speed manual.DESIGNYou have to squint to notice the exterior difference, but the overall impression, thanks to sculpted flanks and slitty-eyed headlights, is that the car has gone on a diet. It's all smoke and mirrors, though. Or at least aerodynamic lines and a cinched-in waist. Thankfully, the rather austere interior has been fussed up a bit with multi layers of trim. Gone are the vast acres of oppressive rubberized plastics.There are several trim styles to chose from, but worst-trim-ever award goes to the knotty "driftwood" in the Modern line with its rough texture. It is extreme kitsch and should be immediately omitted from the options. Drivers have been acknowledged with controls angled toward them and there are now even cup holders in the centre console and large map pockets.SAFETYStandard in all 3 Series is an Active Protection package that you can feel as soon as you hit 18km/h and the seatbelts tighten up. At 20km/h the doors lock and you know BMW is looking out for your safety. There are many other safety driver aids and secondary safety features, but one of the smartest is an automatic brake that engages if the vehicle is involved in a crash to prevent it rolling into the path of another vehicle for a secondary collision. It's smart thinking like this that has kept German car manufacturers at the forefront of automotive safety.BMW fully expects to receive a five-star merit badge from the ANCAP safety assessors. But we are still concerned about the lack of a spare tyre and the fact that a rearview camera is not standard issue.DRIVINGBMW has gone soft. Ever since the German manufacturer began using run-flat tyres in the 1 Series in 2004, it has been widely criticized for its harsh ride. Over the years, the suspension engineers have gradually come to grips with the restrictions of the hard tyre sidewalls while the tyre manufacturers have also evolved into their four generation of rubber and fund some subtlety.We are pleased to report that today's 3 Series is plush in Comfort mode and not painful even in Sport or Sport+ modes. The national launch was held this week on lumpy Yarra Valley roads, a tough test for any vehicle. Here, the vehicle felt poised and planted. It almost floated in Comfort setting.All engines are refined, smooth and quiet; even the diesel. Drivers will learn to love the Driving Experience Control button next to the transmission. Push that button forward from Eco Pro to Normal to Sport and then Sport+ and with each mode the steering tightens, the throttle sharpens, the transmission quickens and so does your pulse rate. It sends a tingle back through your fingers, toes and the seat of your trousers. You feel so much in control. This is simply the best electronic steering I have felt.Although the dimensions are bigger, it is difficult to feel the extra space in the cabin. But the less chunky dashboard and lighter colours at least provide an airy feeling. In the back, the legroom, headroom and shoulder room provide ample comfort for two adults or three children, while access is easier with wider-opening doors. Out back there is also a 20-litre bigger boot that conveniently opens automatically if you wave your leg under the rear bumper, just so long as you have the keys in your pocket.Australia's harsh sun plays havoc on the instruments with plenty of reflective glare, yet the new stand-up satnav is the best I have seen in direct sunlight. It is also better positioned so drivers don't have to look as far away from the road in front to view the map.We mainly drove the new hero model  328i on the launch and found it has more than enough wick to light most drivers' fuses. It fairly sizzles at the top end, but it's the usable torque that comes on song from as low as 1000rpm that will put a smile on most drivers' faces. Only the true enthusiasts will want to spring the extra $25,000 for the 335i. As for the 320d, it feels the extra weight in the front and, although we are assured the suspension is the same as the petrol models, it feels a little soggier.VERDICTOur heart belongs to the 328i, but it might pay to wait around another six months for the 320i. That could be the performance/price sweetspot. Besides, orders already have a six-month waiting list.

BMW gave the 3 Series a final upgrade before an all-new model breaks cover mid-way through next year.

There is an off-camber corner near home with a hump at the apex that sorts out the well-suspended from the also-rans.It also causes my wife alarm as some test cars register their compliance to the laws of physics.I'm pleased to report that, despite a few minor styling changes, the new BMW 3 Series still rides that corner better than most cars. My wife also attests to that by a lack of screaming.Good to see that nothing has changed. My wife is still a good gauge of suspension and this is one top-handling car, albeit with a harsh ride these days from the run-flat tyres.What has changed is also good news.The annoying iDrive is now far easier and more intuitive to use and better news still, there is slightly more kit and a lower price - in some models, it's about $1400 cheaper.That's quite an achievement against the dramatic exchange rate shift with the Euro over recent months.BMW Group Australia corporate communications manager Toni Andreevski recently said they had resisted the annual factory price rise.However, he did suggest there could be a rise later in the year, so now is a good time to consider a 3 Series.Additional standard kit now includes leather trim, power-adjustable front seats, alloy wheels, rain-sensing wipers, fog lamps, park assist, USB/audio interface, automatic airconditioning, trip computer, trick door lighting and Bluetooth connectivity.I recently drove a 320i Executive sedan, which is the "entry level" vehicle in the range, and a 323i Touring (wagon).Both cars handled that infamous corner with a settled suspension, keeping all wheels firmly on the ground, no slip, no tyre squeal, no steering kickback, no screaming wife.There are also no rattles or scuttle shake as you crest that hump. These are solid cars where the doors close with a pleasant and satisfying "thump" that spells good engineering and high build quality.The wagon handles the same as the sedan, despite the extra weight, although there really isn't that much of a wagon area back there. It's almost like what we used to call a fastback or liftback in the 1970s.BMW has always made the 3 Series around the driver with responsive handling and good ergonomics. My only complaint about cockpit ergonomics are that the brake and throttle are too close for my size 11s.BMW cars use run-flat tyres which negates the need for a spare wheel, providing more cargo room. The downside is that the steering feels heavy and the ride is harsh and noisy.Where these cars obviously differ, aprt form the wagon rear, is in the engine.The little 320i with its 1995cc four-cylinder is no match for the in-line 2497cc six-cylinder 323i. Obviously the six has more power and torque and better acceleration.But even if outright performance is not your thing, the four-cylinder is simply annoying as the transmission hunts, flares and constantly changes its mind among the six available ratios as it searched for the correct cog to match your right-foot expectations.On paper, the four-cylinder offers lower fuel economy than the six.The combined highway/city fuel consumption figures for the four-cylinder sedan are 7.9 litres per 100km and 8L/100km for the wagon, while the 323i sedan is rated at 8.5L/100km and 8.9L/100km for the wagon.Yet in reality, because you push the 320i harder to get forward momentum, the figures are a lot closer than that.It hardly seems worth putting up with the annoying transmission indecision and jerkiness for the marginal fuel economy benefits.Which brings me to the greatest achievement in the new 3 Series; the new and improved iDrive.Don't get me wrong. You still have to perform several distracting manoeuvres to achieve a simple operation such as swapping between FM and AM on the radio; a one-touch operation in most cars.However, the future of on-board entertainment and information systems requires a computer and subsequently comprehensive controls. And the best way to deal with these is a centralised control.BMW went out of its way to minimalise this control, but have now relented and added a few buttons around it like their German compatriots. In fact, there are now more buttons surrounding the central controller than its competitors.It is a little confusing at first and certainly not intuitive, but it's a great leap forward.The split-screen facility also makes navigating through the various complex menus much easier.But god bless their hearts, the biggest leap forward is the "back" button so you can return to the previous step if you have screwed things up.The iPod integration is a little strange. Despite it working just fine in the super-cheap Hyundai i30, this one doesn't supply track names but garbled names such a "ghkd".Surely if Hyundai can get it right...A couple of other grumbles are the seats which feel like the leather is pulled too tight and the centre console which intrudes into the back making it really a four-and-a-half seater, rather than a five-seater.Otherwise, there is good accommodation in the back, a nice big flat boot, plenty of safety equipment and driver aids and I just love the moody blue door handle lights.Despite the extra standard kit, there are, as ever, add-on packages including navigation, DVD, 80GB hard disc drive, TV and M Sport styling and suspension kits which will drive the final price skyward.The 320i sedan costs $54,500, but with metallic paint ($1700), electric glass sunroof ($2920), and navigation system with TV and voice recognition ($6750), the test car cost $65,870.Similarly, the 323i wagon costs $67,400, but the test vehicle, with optional metallic paint, navigation, panorama sunroof glass ($3080), wide tyres ($2200) and aluminium interior trim ($920), cost $82,050.SnapshotBMW 320i sedanPRICE: $54,500 ($65,870 as tested)BODY: 5-seater sedanENGINE: 4-cylinder, 1995ccPOWER: 115Kw @ 6400rpmTORQUE: 200Nm @ 3600rpmECONOMY: 7.9L/100kmCO2 emissions: 191g/km BMW 323i TouringPRICE: $67,400 ($82,050 as tested)BODY: 5-seater wagonENGINE: 6-cylinder 2497ccPOWER: 140kW @ 5900rpmTORQUE: 230Nm @ 3250rpmECONOMY: 8.9L/100kmCO2 emissions: 215g/km

If the number of fresh faces I’ve recently seen driving BMW’s early 3-Series is a reliable guide the E30 has to be one of the coolest drives in town. With clean sporty looks, spirited performance and competent handling and braking, the E30 3-Series is seen as a cool alternative to the popular Japanese models that are beginning to lose some of their gloss in the eyes of young drivers.MODEL WATCHThe E30 3-Series 318i first came on the local market in 1983 as a stylish and well proportioned rear-wheel drive two-door sedan, followed a year later by an equally pretty four-door version which made it more practical for carrying friends and families.Power initially came from a 1-8-litre overhead camshaft fuel-injected four-cylinder engine that boasted peak power of 77kW and maximum torque of 145Nm. There was a choice of five-speed manual and three-speed auto transmissions, suspension was independent all round, and it had four-wheel disc brakes.Standard features included power mirrors, tachometer, Eurovox radio/cassette sound system, full wheel trims, and a chrome tail pipe extension was added to the exhaust.Central locking and Alpine radio/cassette sound became standard in 1985, and power steering became available as an option.Sports suspension became standard in 1986, and the following year its performance was boosted with more power, which then climbed to 83 kW.Power steering, leather sports steering wheel, air-conditioning, and a Eurovox radio/cassette sound system was added to the standard features list in 1989.This post-’89 model is definitely the best choice if you want a four-door. It is still a sweet little car today, remaining tight and generally free of rattles and squeaks even with 160,000 km or more showing on the odometer.Performance is brisk, the four-speed manual a delight to use, the clutch light. The ride is comfortable, handling responsive, and power steering quite precise even though it’s relatively light.Inside there are bucket front seats, which are comfortable and supportive, clear and easy-to-read instruments and well laid-out controls, and a powerful sound system. Air-con adds to the comfort and a sunroof makes for pleasant driving on warm sunny days.Perhaps the best of the E30 series was the 318is introduced in 1990. Available only as a two-door with five-speed manual gearbox the only choice, the 318is was powered by a sporty 24-valve double overhead camshaft 1.8-litre fuel-injected four -cylinder engine.Peak power was 100 kW and max torque was 172 Nm, enough to have the 318is capable of 202 km/h.Standard features were air-conditioning, power antenna, Eurovox radio/cassette, power steering, metallic paint, central locking, leather sports steering wheel, sports suspension, body coloured front and rear spoilers.Leather trim, sports seats and ABS brakes were standard from October 1990.ON THE LOTIt’s best to buy the latest model you can afford, that way you’ll get the car with the lowest mileage and the most life left in it.On that basis the post-’89 models are the ones to go for. Expect to pay between $9000 and $13,500 for a two-door car with up to 190,000 km on the odometer; four-doors are $500 more expensive.The pick of the E30 bunch, if you can live with a manual gearbox and two doors, is the sporty 318is built between 1990 and 1991, which can be yours for $10,500 to $15,500.IN THE SHOPNow up to 20 years old the E30 can be expected to be showing the wear and tear of a long life on the road so it’s wise to spend extra time checking any car you’re considering buying to avoid trouble.Like most BMWs, the E30 3-Series was bought as a prestige car when new, and as a result many were well cared for, some even pampered, but as time has passed they have been passed down the line to second, third and more owners. Many of these later owners haven’t had the money to properly maintain the cars and as a result many have fallen into disrepair.The best E30 to buy is the one-owner mint condition car that has been regularly serviced. But, as they are hard to find look for a car that has been obviously well cared for, one that has a verifiable service history. If the service records show the one mechanic has serviced the car make contact with them and check out its history.Go over the body thoroughly looking for substandard accident repairs, mismatching sections of paint, badly fitting panels and hardware. Also check for rust around the rubbers at the bottom edges of the doors, and rust in the windscreen and rear window openings. Rust isn’t a common problem, but can be if insufficient sealant has been used when a windscreen is replaced.A service history that can be verified is a must. It not only tells you that the car has been regularly serviced, but who has serviced it, and it gives you a good guide to the accuracy of the odometer reading. It would be nice to think that the car you’re buying has been serviced by a BMW dealer, but that would be a rarity in a car as old as the E30 is now, so don’t be put off if it hasn’t been serviced by a BMW dealer.The most critical thing to check is that the cam timing belt has been regularly changed. BMW recommend that it be replaced about every 40,000 km, which equates to about two years of normal driving. If it hasn’t been replaced there is a real risk that it will break or strip, and that can mean substantial, and expensive internal damage to the engine. It only takes about two hours to replace the belt so it’s worth having it done.Also check the engine for a build-up of oil sludge. The easiest way to do this is to look through the oil filler cap. A thick layer of sludge could mean an engine rebuild soon, as the sludge gradually blocks all of the oil feed lines in the engine. This normally doesn't occur with regular servicing and good quality oil, but with lower quality engine oil and missed services it's a possibility.The 3-Series is quite a sporty little car so look for signs that it has been modified or thrashed by youthful or inexperienced drivers. Look for non-genuine parts like sports exhausts, lowered and stiffened suspension and larger wheels.The trim generally stands up well, although you can expect to see some warped and discoloured plastic components on the dash and rear parcel shelf.LOOK FOR:• Sporty styling still has plenty of drive-by appeal.• Trim, taut and terrific body has few rattles and squeaks.• Brisk performance with responsive handling and good braking.• Verifiable service history that confirms replacement of cam belt.ALTERNATIVES:Ford Laser KF hatch – 1990-91 – $2000-$5000Toyota Corolla CS – 1989-91 – $2000-$7000Nissan Pulsar – 1991-92 – $2500-$8500Honda Civic – 1990-92 – $4000-$9500

As well, all 320i models get a 5kW power boost to 115kW and the 320d sedan gets a third-generation, common-rail, fuel-injection diesel engine with a 10kW hike to 125kW with a claimed 10 per cent fuel economy improvement. Prices remain the same as before. (See story Page 19)BMW Group Australia corporate communications manager Toni Andreevski said the addition of the 335i Touring, 320i Touring and 320i Executive Touring to the existing 323i Touring would double their sales of wagons from 166 last year.“Touring is considered by many as a second car,” Andreevski said.“We find buyers are more affluent and could probably afford to drive an X5 but don't want an SUV for various reasons. Perhaps the wife doesn't want a four-wheel-drive, or they are a bit more discerning and enjoy the handling and performance of a car, even though the X5 has good driving dynamics.“Four-wheel-drives are getting better all the time but a car is still a car.”And what a car the Touring is, with driving dynamics like the sedan and feeling more taut and nimble than the 335i convertible.The top-of-the-line 335i features the twin turbo high-precision injection unit which was the 2007 international engine of the year.The three-litre straight-six delivers 225kW of power and 400Nm of torque, propelling the vehicle to 100km/h in 5.9 seconds.Fuel economy is rated at 9.8 litres per 100km on the combined cycle.It comes in six-speed Steptronic auto only with shift paddles on the steering wheel at $108,600, which is $4100 more than the sedan.The Touring range starts with the six-speed manual 320i at $54,200, which is $3200 more than the sedan.The Executive trim costs an extra $4900.Both models cost $2600 more for the automatic.The two-litre four-cylinder engine delivers 115kW and 200Nm with a 9.3-second sprint to 100km/h and economy of 8L/100km.Standard features are the same as the sedan and include keyless entry/start, auto headlights and wipers, auto climate air, cruise control, Bluetooth interface preparation, six airbags and stability control.The Executive package adds Dakota leather, front fog lights, partial electric seat adjustment, wood or aluminium trim, double-spoke 16-inch alloys and tricky lights that illuminate corners as you turn.The 335i tops the 323i Touring with front parking sensors, 17-inch alloys, adaptive Bi-Xenon headlights with washers, TV tuner, sat nav, 10-speaker sound, full front electric seats and CD changer.There is also a host of quite expensive options. However, these become much more affordable if you buy them as part of the various packages, such as the M pack with bigger wheels, lower and tighter suspension and various badging and trims.The new Touring models look identical to the 323i Touring with a sleek roof line that doesn't appear dowdy as you would expect of what is, basically, a station wagon.However, the cargo area is not huge until you drop the split-fold rear seats, then the long, flat floor becomes quite serviceable.The tailgate is light and doesn't lift so high that short people can't reach it to pull it back down.It is also split so you can just open the top glass half, which is handy for packing or removing light items.There is also a privacy cover that keeps prying eyes off your goodies. This springs back when you open the top part of the tailgate.Rear vision is not too bad for a wagon, but there are rear parking sensors anyway.All Touring models now come with a luggage package that includes a removable watertight folding box, reversible liner with integrated protective cover, luggage compartment nets and dividable storage compartment under the floor.Like all 3 Series, the Touring sits on on runflat tyres, so there is no spare under the cargo floor.With its stiffer sidewalls, runflats may improve handling by preventing the tyre from distorting and rolling on the rims, but they have poor ride comfort.Of course, the higher the profile, the better the ride.The Touring range comes with 16, 17 and 18-inch wheels with the smaller wheels sporting 55 and 50 profile tyres which ride better.The 18s feature 35 profiles which are strictly for smooth roads.BMW 2008 releases* X5 twin turbo diesel 3.0sd in February. X drive will become part of the name. It is the first of the twin-turbo diesel engines for BMW in Australia. It will be quicker than any V8 or V10 competitor except the Audi Q7.* 1 Series 135i and 125i Coupes arrive in May.* 1 Series 135i and 125i Convertibles arrive in June with a 120i Convertible possibly arriving a couple of months after that.* X6 “sports activity coupe” will be here in the third quarter of 2008. The “niche product” will arrive with six-cylinder diesel and petrol twin turbo engines. A V8 twin turbo is a possibility late in the year or early in 2009.

MODEL WATCHThe E36 3 Series arrived in 1991. It was a logical evolution of the successful E30, with fresh new styling that pushed the Munich marque's sporting heritage further.Much of this sporting image was built on the success of the E30 M3 in the European Touring Car Championship, and to some extent on our own race tracks.It gave BMW a clear point of distinction from its arch rival, Mercedes-Benz, giving it a more youthful appeal.Though young people couldn't afford one, they were taking notice of the race triumphs BMW was racking up, so it wasn't surprising when they began buying them as their second-hand value dropped to within their reach.The 318 was the baby model, the most modest in the 3 Series range and therefore the one that first came within budget reach.With its 85kW, 1.8-litre, fuel-injected four-cylinder engine, mostly linked to a four-speed auto transmission rather than then optional five-speed manual, its performance was nothing to write home about.There's no denying it -- the modest numbers resulted in modest performance, with the 0-100km/h sprint requiring 11.3 seconds and the 400-metre dash taking a fairly leisurely 17.9s. Fuel consumption, however, was well under nine litre/100km on average.While it might not have burned up the road, the 318 still had the typical BMW feel. Its power steering was nicely weighted, so it felt connected to the road.The 318 featured independent suspension front and rear and was nicely balanced, but when pushed it would understeer, which disappointed some media pundits who were looking for more lively handling.Brakes were discs all round with ABS for added safety in an emergency. While the 318 was quite well equipped, it lacked a few of the things you might expect of a car in the prestige market segment.It had comfortable seats in an attractive trim, with the option of leather. The steering wheel fell comfortably to hand, and was covered in leather, but there was no adjustment of the rake, which you might expect of a car with its sticker price. Likewise it lacked cruise control, and the sound system was a radio-cassette unit, but it had airconditioning and dual airbags.IN THE SHOPThe 3-Series is generally robust and reliable, but it's now entering the last phase of its useful life with odometer readings climbing into the 200,000 km area.Providing it is serviced, it can still be a good buy, but it's best to avoid cars that haven't got a good and verifiable service record.Engines, transmissions and drive lines are all reliable and give little trouble in the long term if looked after. Like all Euros, brake wear is an issue, so be prepared to replace not only pads on a regular basis but disc rotors as well. Tyre wear tends to be high so be prepared to replace them every 60,000km or so.CRUNCH TIMEA well-balanced chassis delivers agile and responsive handling, which, coupled with four-wheel disc brakes and ABS, deliver good primary safety. Dual front airbags provide protection for front-seat passengers.

The look of the E90, BMW's generational designation for the current model, is a little more distinctive and aggressive. Just the sort of thing to puff the chest of a new owner.However, it is the first tactile contact with the car that sets the ownership experience.The solidity of the doors, the snick of finely-machined components as you slide into the seats and close the door behind you.They've still got it.BMW knows how to present a car that demands attention and the new 3 Series is no exception.The car has grown and the increased interior space is noticeable. There is more shoulder room in the front and better head and shoulder room in the rear; not a huge amount but enough to elicit comment.The boot is considerably more spacious but comes at a cost many people would rather not pay - the loss of the spare wheel.Run-flat tyres are the standard for much of the BMW range now and while they offer some advantages there are trade-offs.They are harsher and noisy on the worst of Australia's course-chip roads and around twice as expensive to replace as a regular tyre - that is if you can find one.That aside, there is little else to dislike about the 3 Series.All three models, the 320i, 325i and 330i, have their attractions, although most features are based on affordability.At the entry level, the 110kW 2.0-litre 320i starts at $49,900 for the slick little six-speed manual, but most buyers will opt for the six-speed auto which adds $2600 to the base price.As a city car, the 320 is hard to fault. When there is no need to sprint away, the little engine is refined and more than capable of holding its own in traffic.The ride is firm and comfortable and the steering precise and nicely weighted.The test car was supplied with an optional reversing camera. An admirable idea from a safety viewpoint, the concept was somewhat let down by the installation, which has the screen sitting like a blister on the dashboard, covering a passenger air vent.There is no doubt that, money no object, the 330 is the Golden Child of the 3 Series range.Wrapped around the custard-smooth 3.0-litre straight six is one of the most complete packages available to the mainstream buyer.Coupled to the six-speed steptronic auto, the new 190kW engine is a cracker.Superb balance, suction-like grip and a refined poise when approaching the limit all instill huge confidence. The fact that this all happens as you are ensconced in a cabin made for comfort and luxury is a bonus.The brakes, while not huge, have a wonderfully solid and consistent feel.What a shame you are not going to get any change out of $100,000.It is almost redundant to talk about safety in relation to this car. BMW may have one of the most extensive option lists in the market but safety, active or passive, is not an add-on.Across the full range, which has recently been awarded a maximum five-star crash rating in European testing, ABS, dynamic and cornering brake control, automatic stability control and traction, dynamic stability control and six airbags are standard fare.

Sure, the over-starched creases along its flanks are audacious and there's a hint of Dr Frank N Furter in the angular front lights thick with mascara.But this is not something from the Rocky Horror Picture Show — or if it was, it would have more to do with the conservative, clean-cut character Brad than a "sweet" transvestite from the planet Transexual.As sales records for the car show, plenty of Brads (and Janets, too) are attracted to this fifth-generation 3 Series for reasons as varied as its looks, the blue-and-white badge on its bonnet and bum, and the driving satisfaction BMW has built into the small prestige sedan over the past three decades.The model most favoured is the $54,600 320i Executive tested here, which for an extra $4700 over the baseline 320i sees the car embellished with a nicer set of wheels, front fog lights and creature comforts such as leather trim and exterior doorhandle lighting.No matter how one looks at the sums involved, it seems like a lot of dollars when there's nothing more powerful than a 110kW 2.0-litre engine underneath that front propeller logo, as well as some startling shortcomings in terms of amenities and equipment.A thoroughfare between the cabin and boot, in the form of either split-fold rear seatbacks or a ski hole, is not fitted standard. There is no electric seat adjustment or the means to alter seat lumbar support.There is a dearth of storage throughout the cabin — a small glovebox, shallow front door bins and none of the following on the car we tested: centre console dishes, centre dash drawers, an overhead console, under-seat containers or seatback pockets.Somewhere to stow a drink bottle? Forget it. The cup-holders that surface from the dashboard look and feel cheap. The window and wing mirror switchgear are placed too far away in an awkward, downward-sloping position. Executing basic tasks such as scrolling across radio frequencies take more time than should ever be the case with the (optional) iDrive controller. The exterior doorhandle on our test car kept sticking.As is BMW's wont, there is also no spare wheel, just stiffer-sidewall run-flat Michelin Pilots on the rims that, in the event of a puncture, are claimed to be able to cover more than 250km while air leaks out of them.Having said all that, those who have faith in high-tech rubber and can live without some practical features should find the 320i fits the bill. Cruise control, climate control, auto headlights, auto wipers, half-a-dozen airbags, anti-lock brakes and some of the latest electronic handling gizmos are onboard. The steering wheel has height and telescopic adjustment, tactile wands and stereo and telephone controls.Even with the instant fuel consumption gauge still taking up valuable space (for nostalgic reasons, one presumes), the instruments are well laid out. And while the driver's seat is flat and lacks under-thigh support, the comfort it offers over a long-distance tour is impressive.Rear-seat room in all directions is better than in the old model, although tall adults will hit the roof. There's not a skerrick of stowage in the back seat, and the centre position is too hard for even the most tolerant child, but there are at least a couple of air vents, map lights and a centre armrest (containing two more cheap cup-holders). The boot is an excellent size and, without that spare wheel, has a useful hole under the floor.Above all else, the reason we continue to admire the 320i, now with the codename E90, is for the manner in which it conducts itself on the road. Matching the classiness of its E46 predecessor, this longer, lighter and stiffer version continues to impress with its high degree of body control, composure and cornering grip.The electronic handling devices onboard are pleasingly non-interventionist (unless things get hairy), the steering is accurate, communicative and weighted to perfection, and the brakes are quite outstanding in their resistance to fade.The ride is supple (and firm) and refinement levels are high, although the run-flat tyres do thrum across coarse bitumen and seem to be a contributing factor in the noise and vibration that can enter the cabin across cursed sections of road.Developing 110kW at 6200rpm and 200Nm at 3600rpm, the 2.0-litre engine doesn't come close to BMW's excellent in-line sixes — doesn't cost as much, either — and with a full load onboard it forces the driver to labour with the less-than-smooth, standard-issue six-speed manual gearbox.It isn't too much of a chore. Forcing the issue with the natural-breathing in-line four brings its inherent smoothness, sweet voice and reasonable strength to the fore. The 320i also averaged a wonderful 7.8 litres per 100km over our test.Live a little with the new 3 Series and it becomes clear that BMW hasn't done the Time Warp again. The most restrained, conservative member of the household has a radical tinge and a few flaws, but its wholesomeness soon shines through.