2006 BMW 3 Series Review

Specifications

Maintaining the Benchmark

Among BMW fans, the 3-Series garners cult-like devotion. Sure the M cars are sensational and special one-offs such as the Z8 otherworldly by even dream standards, but the 3, for decades a staple among BMW loyalists and dealers alike, is the most important car in the lineup.

For such reasons both dealers and potential buyers have been on pins and needles with anticipation over the new model. Normally the concern would not be so great, but since Chris Bangle took over top job at BMW styling, now moved up to make way for Adrian von Hooydonk, the designer of the lovely new 6-Series and also creative mind that dreamt up the controversial yet bestselling 7, normally credited to Bangle, most everyone has been hoping for a more conservative approach to the new 3.

As a six-times BMW owner I think I can speak for everyone by first letting out a gasp of relief, and then unequivocally stating the new 3-Series is one of the prettiest designs to come out of Munich in years. Dont get me wrong, Im in the camp that actually likes the new 5 and 6, plus after years of getting used to it am now appreciative of the 7s ominous presence.

The 3, on the other hand, retains BMWs “flaming surface” design language without appearing overly complicated, a la 9th grade French teachers horn rimmed reading glasses in place of headlight clusters on the 5-Series, or at least thats the way one auto journalist I know described them. The new 3s headlamps are wonderfully flowing, tilting upwards in a similar fashion to the new X3 sport utility, but in a much more elegant manner. Its grille, sporting a fine chrome surround and thicker horizontal chrome strip, is heavily influenced by the new 6, and again adds an elegant touch to the smaller Bimmer. I also like the way the sculpted hoodline continues past the grille and headlamp clusters, diving deep down into the front fascia and forming the central oil cooling air vent in the process. Two additional brake cooling vents butt up on each side, integrating discrete circular fog lamps at their outermost reaches. These are tied together via a thin horizontal chrome strip that spans the width of the car, an unusual yet graceful styling detail.

From side profile the new 3s rocker panels display a pronounced flare that tapers off towards the rear wheel opening, mirroring a sharp crease at the cars waistline bisected with two color-keyed door handles on each side. The large greenhouse features BMWs traditional Hofmeister kink rear quarter window, surrounded by chrome trim at its topmost edge like the other side windows.

I think that the 3s rear quarters are where Bangle, von Hooydonk and company have executed their best work on this model. Particularly, I love the way the side waistline meets the top edge of each taillight, which follow the line downwards to meet up with each side of the license plate inset. This is the type of detailing that separates good designers from great designers, and despite the criticism, BMW has had some truly inspired styling going on lately, at least from a creative standpoint. The trunklid features some of the 5, 6 and 7s bulge, but it flows much more fluidly on the 3, seeming as one cohesive overall design rather than an aerodynamic add-on. Below, the lower valance features bends and folds that reduce the mass of what would otherwise be a visually heavy chunk of design, another brilliant execution.

If you havent figured it out yet, Im elated at BMWs new 3-Series design. As attractive as the current model was when it came out, its beginning to bore me to be honest. The design team has tweaked the headlamps and modified the side marker and taillamps, but its still old-style BMW design language. I suppose thats why some BMW fans love it so much, but I was ready to see a change in the overly conservative previous generation 5-Series design as soon as it came on the market, and would have been disappointed if BMW hadnt stretched a little with the upcoming 2006 car. They did, but not too much.

I think what will be interesting will be to see how it drives. No doubt it will be good, but will it retain its sports sedan benchmark driving dynamics that are currently being chipped away at by newcomers such as the Lexus IS 300 and even more defiantly, the stellar Infiniti GX35? That will remain to be seen, but it will receive lessens learned by BMW engineers in remaking the once-again best-in-class 5-Series. What am I referring to? Well, it will be the first car in its segment to offer “anything approaching the benefits of BMWs unique Active Steering”, or so the company says. Ive driven the 6 and the 7 with Active Steering and can attest to the shocking difference it makes at low or high speeds. Some like it and some dont, but all will agree that it makes for crisper turn-in through the slalom while tightening up the ratio at freeway speeds. Its 1.7-turns lock-to-lock when parking is also beneficial. For those who find it artificial feeling, and Ive spoken with some who do, dont worry as BMW makes it a stand-alone option. Personally Id take it, as it transforms any car that incorporates it into a Le Mans class winner, or at least it makes you feel that way.

Active Steering offers another benefit that may give new 3-Series buyers even more reason to buck up, it now intervenes to help stabilize the car if traction is lost due to slippery road surfaces, working together with DSC III, ABS, CBC and all the other BMW acronyms, becoming an integral part of the 3s active safety system.

DSC III, short for the third generation of Dynamic Stability Control, features some new benefits in the upcoming 3-Series, including a new brake-drying system said to improve stopping power in wet weather. Reportedly it detects moisture using the windshield rain sensor and/or a driver turning on the wipers, and then allows the brake pads to gently touch the rotors in order to keep the pad surfaces dry. This is not supposed to increase brake wear either, or at least not noticeably.

The new 3 also boasts a Brake Standby feature that is said to shorten braking response time by preparing the brakes for application whenever the drivers foot abruptly lifts off the throttle. So, by anticipating the need to apply the binders, Brake Standby can bring the new 3 to a stop quicker than via regular braking systems. What a creative idea.

BMWs new Starting Assistant feature isnt particularly new, as hill-holders were pioneered on in the mass market by Japanese automaker Subaru many years back. Nevertheless, BMW owners who may be intimidated with the prospect of starting out on a steep hill will appreciate not having to use the handbrake to keep the car from rolling backwards after letting go of the foot brake to engage the clutch.

While all these features make the new 3-Series better, there are some things that shouldnt change, like the position of the
inline-6, still mounted longitudinally up front, driving the rear wheels with a near perfect 50:50 balance of weight over the front and rear wheels. Despite BMW offering one of the best handling all-wheel drive compacts in the business with the Xi, this classic 3-Series setup has to remain relatively unchanged. But its OK to modify the equipment for enhancement purposes, such as the new cars unique double-pivot front suspension that reportedly improves responsiveness. Recently developed, the suspension is made of aluminum to reduce unsprung weight. In order to balance out a good thing BMW improved the rear suspension with a new five-link setup. For strength the rear suspension is made of lightweight steel, reducing weight compared to the old setup.

That inline-6 that I just mentioned has been in dire need of a boost, especially now that rivals from Mercedes-Benz and Infiniti are vying for the same customer. Two engines will be offered, with no mention of the current base models bargain basement 168 horsepower 2.2-liter 6-cylinder. Changes to the 2.5-liter unit in the 325i include a magnesium crankcase, more on this in a minute, and Valvetronic variable valve lift system. The engine now makes 218 horsepower (in European spec) and 184 lb-ft of torque from between 2,750 and 4,250 rpm, resulting in acceleration that comes close to the outgoing 3.0-liter engine at 7.1 seconds to 100 km/h.

The rejuvenated 3.0-liter mill makes the 330i much quicker, mind you, thanks to 255 horsepower and 221 lb-ft of torque, available between 2,500 and 4,000 rpm. While still shy of the C320 and G35, BMW makes a habit of keeping conservative with regard to its engine output ratings, so dont be surprised if the fewer ponies in the new 330i actually outperform others boasting more horsepower.

For an example, Infinitis 260 horsepower 3.5-liter V6 with 260 lb-ft of torque jump starts the 2004 G35 to 60 mph in 6.6 seconds if equipped with its optional 6-speed transmission, according to the Japanese companys press information, while the seemingly less endowed BMW 330i manages the feat in a mere 6.2 seconds. Is the BMW that much lighter than the Infiniti? Not really. The G35 weighs in at 3,386 pounds and the new 330i tips the scales at, well Im not really sure. BMW makes no mention of it in their press material, only to say the 2006 car weighs no more than the current one despite being larger and more sophisticatedly equipped. Factor in the 2004 330s 3,285 pound curb weight and theres only a difference of 101 pounds. Significant? Yes, but hardly enough dead weight to cause a 0.4 second discrepancy. So you tell me why the less powerful 330i is so much quicker? To Infinitis credit, the 2005 G35 gets bumped up to 277 standard horsepower, which should make up the difference.

Did you hear me say the new 3 was larger? Well it is, quite a bit. For those obsessed with dimensional specifications, the new 3 is 178.0 inches long, increasing over the current model by a hardly insignificant 1.9 inches, 71.5 inches in width, wider by a substantial 3.1 inches, and 55.9 inches high, taller by a nominal 0.2 inches. The wheelbase has grown too, by 1.4 inches to 55.9 inches, which should make for improved rear seat roominess as well as better tracking at high speed.

Continuing on with the engine, not only is the new 3.0-liter engine 30 horsepower more engaging than the outgoing iteration, but it is also 30 percent lighter due to extensive use of magnesium, the first large-scale production engine to use the lightweight metal for engine applications. Magnesium, which is not coincidentally 30 percent lighter than aluminum, is used in the crankcase, crankshaft bearings and cylinder head cover.

Now that were talking about industry firsts, the new 3.0-liter is the first 6-cylinder to use the brands Valvetronic variable valve lift system. It replaces the traditional throttle butterfly, enhancing throttle response and reportedly, reducing fuel consumption. What does that mean in real numbers? Horsepower increases by 13 percent via this technology alone, while fuel efficiency improves by 12 percent. BMWs double-VANOS variable valve timing for the intake and exhaust camshafts remains as part of the package, working in concert with Valvetronic.

The 2.5- and 3.0-liter engines both come joined to a standard 6-speed manual transmission, unless that is, a 6-speed Steptronic manually-actuated automatic has been ordered. Up until 2006 a 5-speed manual-mode automatic will be the optional choice, while base 325i models continue on with a 5-speed manual. Theres no change for manual-equipped 3-liter cars, already using 6-speed manuals. For 2004 3.0-liter rear-wheel drive cars a 6-speed SMG, or sequential manual gearbox has been offered. BMW makes no mention of the SMGs availability in the 2006 model, but it most likely will be part of the options list.

So BMW has managed to make the 3-Series larger and equipped with more equipment, but somehow kept its weight within the limits of the old car. Not only that, but the automaker has improved its body shells rigidity by 25 percent, for a stiffer car overall. The greater strength should make for improved at-the-limit handling, without the need for stiffening the suspension, which of course results in poorer ride quality. How did they do it? Well, the magnesium engine sure helps, as did incorporating what BMW calls “highly developed steel and molding technologies”.

Ive been in the Regensburg, Germany plant, one of five plants where 3s are manufactured, and can attest to its amazing versatility. Starting from rolled high-strength steel, body parts are formed by one of the worlds largest freestanding presses, allowing a single sheet of metal to transform into almost the entire substructure of any given side of the car. Floorpan, the side sections framing the doors, roof section, and more, are all constructed of one piece stamps. This reduces welds, and therefore weak spots. By strengthening the steel before it goes into the press, and then by creating molds that form stronger sections, the new 3-Series has made its 25 percent gains. Impressive.

The rest of the plant is an eye-opener too, especially where the interiors are automatically installed via robotic arms, and then bolted in place by hand. What makes it unusual compared to most facilities, at least those more than 5 years old, is that each car is made to order. Meaning, BMW dealers order a new 3-Series in the exterior color of their choice, with the specific interior color choice and materials, plus options. Everything comes down a specific automated line, one carrying the front passenger seat for instance, in absolute precision, ready to fit into the exact car that the specific seat was ordered for. That car might be a sedan, wagon, convertible or coupe, as all body styles are lined up randomly based on time order.

If youve ever been inside a modern day 3-Series no doubt you were impressed by the high quality materials and superb fit and finish. BMW has been criticized lately, especially in regards to its Z4 roadster and X3 sport utility, for not maintaining its high standards, especially when it comes to plastics quality. Being that the current 3-Series interior is so well executed I would find it difficult to believe the automaker would downgrade it, so expect the 2006 version of BMWs bread and butter car to boast the same best-in-class quality as the 2004 model.

Appreciators of iDrive, and I know there are some, myself included, will be happy the controversial system will be available in the new 3. I think BMW has been smart, however, in making it optional. Not only would incorporating it into the base car drive up the price beyond reason, but it would also drive less computer savvy owners bananas. To BMWs credit, the system has been simplified with shortcut buttons surrounding the large, metal toggle, so if you want to access the navigation screen all it will take is to press the NAVI button on the lower console. By the way, if navigation is important to you, youd better learn to enjoy iDrive, as the two are inseparable.

BMWs navigation system is DVD-based, meaning one DVD works for the entire continent rather than multiple discs, a real pain if traveling cross country. Youll want to change discs in the AM/FM/CD/MP3 audio system, mind you, especially if the optional Logic7 surround sound system has been ordered. Previously the system was only available in 5- and 7-Series cars, and I can attest that its definitely worth the extra coin if your budget allows. I noted one audio system omission from the press material, however, which is the lack of an in-dash multi-disc CD changer. I find it extraordinarily shortsighted of the brand to continue its policy of not including something that North American customer, at least, are showing theyre willing to pay extra for. Four- and six-disc dash-mounted changers are currently available in everything from Kias to Chryslers, as well as Infinitis and Lexus models that compete directly with the new 3. A in-dash six-disc unit should be standard equipment, for sure, but currently BMW makes its coveted occupants climb out of the car in the rain to reload CDs in the trunk of all places. How Neanderthal! I installed my first trunk-mounted CD player (in a BMW by the way) over 15 years ago, and wouldnt consider buying a car that forced me to do likewise with so many available that offer more up-to-date systems. Ironically 2006 3-Series owners be able to make selections from BMWs antiquated trunk-mounted CD changer via one of the most sophisticated interfaces on the planet. Get with the times BMW.

Personally Id take a standard dash-mounted multi-stacker in place of the nifty, but merely trendy dash-mounted start button. BMW says its convenient, which would be true if the optional Comfort Access keyless entry system is ordered. This is a handy feature, now available under a few different names from Infiniti, Lexus, Mercedes-Benz, and others in the premium league, not to mention the Toyota Prius. Basically an ID sensor that the driver needs to have in a pocket or purse alerts the car of its presence, preparing it to be opened. Normally a button needs to be pressed on the door handle or somewhere else outside of the car before it will open, to assure the car doesnt unlock by mistake. With the 3-Series all thats needed is to slide behind the wheel and press the start button. It will fire up without the need of a key and set all of your preferences, such as the power seat position, mirrors, the automatic climate control and, if equipped with the navigation system, the radio station presets, to those youve pre-chosen and registered via the cars Key Memory system.

While these gadgets are fun to show off to friends (or more likely your childrens friends), some will appreciate the cars safety features more. The new 3 has been designed to exceed EuroNCAP crash test standards, and is also among the first cars anywhere designed to meet new U.S. side-impact tolerances as well as high-speed rear-impact tests.

Along with the expected bevy of conventionally positioned airbags, the 2006 3-Series also gets hip/thorax side airbags along with side-curtain airbags, dubbed BMW Head Protection System.

Other safety features include two-stage adaptive brake lights that become brighter whenever ABS is activated, helping those behind the car react to your emergency braking behavior quicker. Also, standard runflat tires allow a punctured tire to continue for up to 155 mile distances at speeds of 50 mph before repair.

Bixenon headlamps come standard on the new 3, while Adaptive Headlights, which turn towards the direction the front wheels are pointing to shed light around curves, are standard on the 330i and optional on the 325i.

So the new 3-Series sounds pretty wonderful, no? When can you get your hands on one? BMW says theyll start arriving in the U.S. in about a years time, after making an official world debut at the Geneva Motor Show in spring of 2005.

And when that time comes, itll only take a short drive on a twisting roadway to see if BMW has managed to once again, unequivocally recapture best-in-class driving dynamics. But dont think that Infiniti, Lexus, Mercedes-Benz, and the others in this hotly contested segment will take the news of the new BMWs capabilities lying down.

While the competition will keep getting better, making the compact luxury category one of the most entertaining to watch in the coming years, no rival will be able to boast of the 3-Series latest achievement. The 3 millionth 3 just rolled off the Regensburg assembly line last week, six years after launching the current version. This is a milestone for BMW, as it has never achieved greater success with any model series previously.

Without doubt the next generation 3 will carry on this legacy, maintaining BMWs benchmark status for years to come.