Mario James, Gleaner Writer
BMW markets their cars as ultimate driving machines. While some other sports sedan manufacturers use this as a marketing tool, for BMW it has some basis in fact.
The Bavarian automaker has, since the launch of the '02 series in the late '60s, strived to equalise the weight on all four wheels. They have always aspired to marketing a car with 50/50 weight distribution, which is, really, the holy grail when it comes to good handling.
So that phrase is not only a marketing ploy: it is a watchword. They do funny things to maintain this balance, such as building multi-metalled engine blocks and lightweight alternators to reduce the weight over the front wheels; different equipment options call for trickier solutions, but they are all spec'd out to maintain that magic number. They have even gone so far as to move the battery to the rear of the car and done away with the spare tyre (our tester was equipped with run flats).
But there are Bimmers and there are Bimmers ... can the Bavarian DNA still be present in a lowly four-cylinder? Known for its throaty, powerful sixes, buying a 320i and 318i always seemed to have a tang of runtiness about it. If it couldn't be counted on to reward its driver with that six-pack park, then why bother?
So began our sojourn with the BMW 320i. Cost: $4.8 million, with 167 horses and 154 lb ft of torque available at 4250 rpm from the two-litre engine. This engine, as with all BMW offers, comes equipped with VANOS (cam phasing) and VALVETRONIC (infinite valve lift adjustment). More on this later.
Leather seats
Our tester came with leather seats at this price, dual zone climate control, six speed manu-matic (that's my term, BMW calls it STEPTRONIC). The interior is stoically purposeful - not garish, but not that warm feeling either. Both front cup-holders are in front of the passenger - one of these is angled towards the driver, and comes out in a curved tray. Central locking - I've been told that this is the BMW way of doing things - is on the centre console.
The steering stalk controls take a bit of getting used to - tapping the right stalk down gives one windshield wipe; two brings on the intermittent; three gives first speed, and so on. Up tap works like the back button on windows explorer. It's not exactly intuitive, but it is logical. The seats on our tester were firmly supportive and featured powered adjustments. The mats offered by BMW were made of rubber, but felt high-quality.
If the interior was blasé, the 3 Series driving experience certainly wasn't. With 167 horse, BMW's entry level offering is all about balance. The engine has no cammy feeling, providing smooth, relentless power all the way to its 6500 rpm redline. The engine's computer has a map of valve opening vs rpm and, unlike other variable valve variants with only two lift heights, BMW has brought dy/dx to the valve train - the perfect sip of gas and breath of air are now a reality in this engine. So much rpm equals so much valve opening for optimum performance and efficiency - combined consumption figures stand at 6.6 litres per hundred km. This is an incredible feat, and to think that they've been doing this for a number of years is astonishing. The ride is in a class by itself - taut without feeling stressed; capable of absorbing serious punishment without upsetting the apples in the cart.
Pure bliss
Cornering is pure bliss, the chassis displaying absolutely neutral characteristics. On twisty roads the 3 is in its element; with its sweet six-speed box and otherworldly grip, one drives on the straights so one can live for the corners. This is point and shoot motoring at its best.
Not to say that the chassis is without drama; but this is a rear-wheel drive platform and, with the excellent weight distribution, slides don't take the skill of Senna to catch, and judicious throttle application will keep the tail at odd angles while you have your fun (don't ask how I know this). The car is as flickable as the Mini we drove a couple of weeks ago. But you can trundle family around in it!
Grudgingly, we have to give the 320i its due. It seems that its street cred has basis, and proves that to be sporty doesn't mean to have a preponderance of power. For a sporting sedan to be entertaining, manufacturers have to stick to the basics - to remain true to the DNA inherent in sports cars. Weight distribution is the foundation of all things sporty. And that's ingrained in the BMW 3 Series genetics at the cellular level.
mario.james@gleanerjm.com
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