Driven: BMW 3 Series Coupe And Convertible

Fresh faces and revised engines for 2010 range tweaks

At first sight there's not a great deal of difference between the old and new versions of BMW's 3 series Coupe and Convertible, but close inspection reveals a few significant novelties.

If you can't make out the details, you're looking at front and rear overhangs that are 29mm and 3mm (yes really!) longer than their predecessors, a wider kidney grille with chrome detailing, and revised lower air intakes with silver trim bars next to the fog lamps. The headlamps have also been re-profiled and feature BMW's 'quad-ring' effect with an LED and Adaptive Light option that follows the steering, among its various tricks. The rear lights feature new single colour red lenses, while the sides get a new set of door mirrors and the sills are slightly modified too.

Under the bonnet, there's a new 2.0-engined 318i entry-model, with lean burn injection delivering 143hp at 6,000rpm and 140lb ft at 4,250rpm. That's enough to take you from 0-62mph in 9.1secs in the Coupe or 10.3 in the slightly heavier Convertible. But you can get 44.8mph in the combined economy cycle, should you be so minded.

Fortunately, on our little day trip to Munich for the 2010 version launch, BMW thoughtfully provided PH with a more entertaining option in the shape of 335i SE versions of both.

This is the latest incarnation of the classic BMW straight six, which combines TwinPower Turbo Technology (a single twin-scroll unit, as opposed to the twin-turbos of old), High Precision Injection and VALVETRONIC variable valve adjustment for the first time on this engine.

From a 3.0 displacement, the result is a maximum power output of 306hp at 5,800rpm, and 295lb ft from 1,200 to 5,000rpm. As BMW points out, that's pretty much what you'd expect from a decent V8, but with the added benefit of 33.6mpg on EU official figures. In effect, you're getting the same dynamic performance as the old twin-turbo, with roughly 10percent greater efficiency.

Those updates and a few tweaks to the trim and paint options aside, the only other significant development is the adoption of new dampers across the 3-series range. The new Sachs units feature novel internal valve springs to control oil flow that are made up of a stack of flat disc-shaped 'leaves' of diminishing diameters. The new leaf springs apparently mean progressively adjustable response to bumps can be dialled in, whereas the old dampers' coil springs offered only linear compression.

Out on the (typically smoothly surfaced) roads we found around Munich (and on Winter tyres), it was impossible to evaluate how much difference these dampers will make to ride comfort here in the UK, but the BMW boffins are confident they perform better over low speed imperfections.

What was clear from our drive however, was how competent the chassis set-up remains, and how well this typically smooth six suits the car in both coupe and cabrio form.

It's no rocket-ship (there's an M3 in the range for that), but it's certainly potent, and eagerly piles on the revs. BMW quotes a 5.5sec 0-62mph sprint for the coupe, and 5.8sec for the Convertible, and both cars feel quick off the mark. In our case this sense of rapid progress is aided by the optional seven-speed double-clutch gearbox (the same unit that we're currently enjoying in the PH fleet M3), which really does offer lightning shifts and helps deliver near seamless power to the rear wheels. You can have flappy-paddles with it, too, which is a far nicer alternative to the back-and-forward stick shift when you want to go manual.

The steering is accurate, and weights-up nicely at speed, while the handling is more than up to scratch too, with a decently flat cornering stance and plenty of grip from the front tyres. The rears are deftly restrained by various degrees of electronic intervention from benign to playful, so there's never going to be much of an excuse for falling-off backwards.

The Coupe would typically be considered the more 'sporting' choice, but not having driven a 3 Series Convertible for a while, I think I preferred it. The Coupe suffers a little from wind noise at motorway cruising speed - which you would be less inclined to think about in the Convertible - but it also leaves you more isolated from the six's engaging engine note. In the Convertible with the roof down, the engine is a more entertaining companion, and (on the right day and the right road) the open car definitely offers more of that 'joy of motoring' thing. With the rigid roof up, it's refined and practical too, although you wouldn't find me arguing too hard with anyone who suggests the image lacks a certain, er, 'manly vigour'...

OP Posts Only

Prev 2 3 Next

OP Posts Only

Author

Discussion

daveco

Original Poster

4,418 posts

238 months