BMW 335i Coupe

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Yes, the new BMW 3 Series coupe has a whole bunch more power because of the twin turbochargers underhood, and yes, it still moves around quicker than the competition, but that alone is not what sets it apart. It’s the sound engineering that lets you beat on it all day at the track and still drive it home in comfort—without having to use duct tape for anything—that makes it king of the performance coupes.

All this could change once we test the upcoming Infiniti G37 coupe, of course. A preliminary track drive in a G37 mule felt promising, indeed (“Growth Spurt,” AW, April 16). The G37 was fun to push around at and just over its limits, feeling the car give in a nice, progressive manner as we pushed it harder and harder in corners. But its promise was not quite all-conquering, leaving the BMW in first place if we had to guess this early. The Lexus IS 350, meanwhile, is a good competitor but doesn’t come with an off switch for that highly intrusive stability control until next year. It was bested by the Bimmer, taking half a second more to get to 60 and to the quarter-mile.

The BMW beat the Infiniti G35 S sedan we just tested, too, by 0.36 second to 60 mph and by 0.45 second in the quarter-mile, even though the Infiniti had 6 more horses and weighed 62 pounds less.

The numbers we got from our track test of the 2007 BMW 335i coupe are strong. It got to 60 mph in 4.91 seconds, which is faster than not only the IS 350 and the G35 S sedan but the last Audi A4 we tested, too. Quarter-mile times also placed the BMW ahead on the drag strip.

As you no doubt know by now, the 335i makes use of BMW’s first turbochargers in 20 years, with one for each half of the straight-six. The amazing thing, in addition to the 300 hp and 300 lb-ft of torque, is the almost complete lack of turbo lag.

“I covered 50 miles before I even remembered this was a turbocharged car,” said one editor. “And that realization had nothing to do with any turbo lag, which doesn’t exist in most driving situations.”

The new 335i was just as impressive through our slalom, where the BMW’s 45.8 mph was only 0.2 off the G35, within the margin of driver error.

But the 3 Series is more than the sum of its numbers.

“You feel it,” wrote one of our testers after a long Detroit drive. “The twin-turbocharged 3.0-liter’s fat torque and midrange power; the weighty steering that allows you to place the car wherever you want; the brakes that stop you now; and a sport suspension and chassis combination that absorbs the hardest driving you can throw at it while providing as much feedback as you’ll ever need.”

Also, while the clutch on the Infiniti started to slip just a bit at the end of its day of drag-strip testing, the BMW never faltered.

We also drove a number of other BMW 3 Series off the track, all of which got high marks from the staff.

“The car simply feels rock-solid,” wrote one staffer of a 328i. “That feeling carries over to the driver through exceptional, weighty steering, a firm brake pedal and great chassis balance.”

One curmudgeon didn’t like the run-flat tires. “Out on the freeway and on most two-lanes, they’re lovely,” he wrote. “But get this car into some road imperfections, and the ride gets overly harsh.”

Other 3 Series garnered similar praise. The 2006 model of the 330i was, “a precision-guided map-of-the-earth missile.” Of a 2006 330xi, one editor said, “For a northern U.S. driver with a need to haul a few kids around on occasion, a Bimmer like this could put SUVs out of business. It’s a great driver, with ample power, great balance and a powertrain setup that encourages playfulness. Add in the ability to get around in surefooted comfort, whether in snow or rain, and this all-wheel-drive 3 Series may be the perfect driver’s family sedan.”

And everyone liked the fact that there was no iDrive on any of them.

DIMENSIONS
Wheelbase (in): 108.7
Track (in): 59.1 front, 59.6 rear
Length/width/height (in): 180.6/70.2/54.1
Curb weight/GVWR (lb): 3571/4497

CAPACITIES
Fuel (gal): 15.9
Cargo (cu ft): 11.1

ENGINE
Front-longitudinal 3.0-liter/182-cid twin-turbocharged dohc I6
Power: 300 hp @ 5800 rpm
Torque: 300 lb-ft @ 1400-5000 rpm
Compression ratio: 10.2:1
Fuel requirement: 91 octane

DRIVETRAIN
Rear-wheel drive
Transmission: Six-speed manual
Final drive ratio: 3.08:1

SUSPENSION
Front: MacPherson struts with coil springs, twin-tube gas-charged shock absorbers, antiroll bar
Rear: Five-link with coil springs, twin-tube gas-charged shock absorbers, antiroll bar
BRAKES/WHEELS/TIRES
Vented discs front and rear, ABS
Aluminum 225/40 R-18 front, 255/35 R-18 rear
Bridgestone Potenza RE 050A

STANDING-START ACCELERATION
0-60 mph: 4.91 sec
0-100 km/h (62.1 mph): 5.14 sec
0-quarter-mile: 13.45 sec @ 104.3 mph

ROLLING ACCELERATION
20-40 mph (first gear): 1.7 sec
40-60 mph (second gear): 2.2 sec
60-80 mph (third gear): 3.2 sec

BRAKING
60-0 mph: 102 ft

HANDLING
490-ft slalom: 45.8 mph
Lateral acceleration (200-ft skidpad): 0.86 g

INTERIOR NOISE (DBA)
Idle: 48
Full throttle: 74
Steady 60 mph: 65

FUEL MILEAGE
EPA combined: 22 mpg
AW overall: 23.1 mpg

TRUE COST TO OWNSM
Total: $72,194
Average cost per mile: $0.96

DEPRECIATION
After one year: $9,424
Five-year total: $26,306