To tell you the honest truth, I’ve never really loved BMWs. Sure, they are great pieces of engineering—there is no doubt about that, but it’s just that I don’t find something special in one. The situation of BMW in my mind is being stuck on two particular segments: the luxury and the sporty. Somehow, I don’t really find it possible to really integrate these two opposing forces. Luxury automobiles dictate a sedate sensory experience where one is continuously pampered like having a back massage from a beautiful woman. On the other hand, sports cars are supposed to feel like whip—quick, agile and totally unforgiving, a type of car that suits sadomasochists, most probably. Anything else in between is considered half-baked for me. That is until I tried two different 3-series BMW.
The E36 model (the previous one) was overly dull to look at. In some angles, even the Honda Accord looked like it was designed by Pinnifarina compared to the Bavarian car. Fortunately, after a long eight-year stint as the mainstay of the BMW family, the old boxy body is transformed into the svelte body shape we know too well today. Like what all German automobile makers do these days, the design is a carry over of the older model with new twists and improvements.
Thankfully enough, the current BMW 3-series is not boring at all. In fact, the whole sheet medal is an understated work of art. The lines are all clean and yet give the car a muscular look. Overall, the car is a mixture of both angular and curvy edges that absolutely works on this design. The sloping C-pillar probably cuts the drag, but who cares? What’s more important is that the 3-series looks the part—and it very well got it damned right.
Upfront, the facia of the BMW looks absolutely stunning. Although it may look ordinary next say to the new Mercedes-Benz C-class, the 3-series sports interesting design cues that have been copied in the previous years. The downward drooping headlight cluster design that cuts into the metal is very original. Much more, it is a tribute to the classic 3-series with its independent headlamp design and the previous generation 3-series with the quadruple headlamps in a clear shell design. The front end of this Bimmer looks too good that even Honda couldn’t resist and just had to use it in their HRV. Something that couldn’t be copied even by Honda is piston headlamp design that makes the quadruple headlamps look like it were four pistons heads when looking at the car from an angle. This is just amazing detailing.
Thanks to a revised and compacted McPherson Strut front suspension system, the 3’s front overhang is considerably short. It shouts out a message that says that this car is meant to go fast, very fast. The rear window cut is also very original and it increases the car’s meaty stature by reducing flab on the top part of the C-pillar, but gives it a nice form towards the trunk area when it meets with the body creases that run through the side of the car. Again, it seems Honda just can’t make an original design when they integrated the very same elements on their best-seller, the Civic.
The rear design of the car is very 3-series as well. Though the same design is being incorporated to the rest of the BMW line-up, it is the 3 that received the L-shaped design that accentuates the rear’s simplicity as well as highlight the cleverly sculpted rear spoiler. Overall, I find this a better design than the triangular rear cluster Mercedes has been using on all their models starting with the S-class.
The two models that we’ve driven, the 318i and the 325i are fundamentally the same with some aerodynamic modifications and probably some trim. The 318i is the everyday Bavarian cruiser that we are all accustomed to seeing in Philippine roads. It gets front and rear fog lamps as standard as well as Continental EcoConti 195 / 65 VR15 as standard. It’s great looking indeed and it’s a breed apart from the rest of the Audis, Opels, Toyotas, Hondas and so on. Now, if you think this is pretty, wait until you see the top-of-the range 325i. Sporting a revised aerodynamic kit that was plucked straight from the M3, the 325i has rounded front fog lamps; revised front and rear spoiler design and side skirts all as standard. Moreover, the yellow, white and red rear cluster design has been replaced by the M3’s red and white combination lamps as well as better and sportier tires: 225 / 50 ZR 16 Bridgestone in BBS light-weight alloy.
Inside, the 3-series dismally small—probably no thanks to its rear-wheel drive configuration. Nonetheless, the car is very comfortable for four grown adults, but five is literally a sardine can. However, if you’re not paying a premium on space, then it has got to be quality. The 3-series just has peerless build quality inside. The interior trim is very consistent and everything is pleasing to look and feel. The dash is soft plastics and every storage bin is covered and activated by a soft-push button feel. Everything feels so comfortable in here.
On the other hand, the snugness of the interior is complimented by highly supportive front and rear seats that reminds you that this isn’t the Nissan Cefiro. The seats have good lateral support, no doubt aiding those wanting to power slide their Bimmers every now and then.
The 318i features light shaded Myrtle trim coupled with a four-spoke steering wheel with radio controls. On the other hand, the 325i is trimmed with luxurious dark Myrtle and has the M3’s 3-spoke leather and wood sports steering wheel with additional controls for the hands-free mobile phone kit. Both cars use the accents quite effectively as not to make the interior too Korean. It seems careful detail has been used to make the interior very good.
The major controls fall intuitively into place—reiterating the fact that this is as much a sports car as it is a luxury cruiser. The steering wheel is just perfect and the automatic gear selector is fairly easy to use and hold. The handbrake is positioned close to the driver—a temptation probably to yank it during turns, but hey they designed the 3-series to be the ultimate driving machine, didn’t they?
My only complaint is that the 3 series falls prey to the cluttering of small buttons on the center console area of the dash. It makes looking for some basic controls such as window switches and door look buttons a chore. Moreover, the air-conditioning controls are a pain to use with its small print and undecipherable decals and acronyms. The same goes for the non-DIN stereo cassette CD-changer system of the 3-series sans the huge power and volume controls. Nonetheless, when everything is set, the air-conditioning is very effective even in midday Manila heat and the 8-speaker system on the 325i is simply superb.
Now, towards the meat of the sandwich—driving both cars are two different experiences. Although the regular driver probably won’t notice the handling difference between the 318i and the 325i, in truth they fundamentally behave differently from each other.
Starting the 318i is no big deal. A twist of the theft-proof key ignites the 4-pot engine to life. Although the badge says 318i, this car is actually powered by a 1.9-liter DOHC 16-valve inline-4 with 118 bhp at 5500 rpm and 180 Nm of torque at 3900 rpm. Nonetheless, though the engine figures are impressive for a 1.8-liter engine the sound isn’t quite as spectacular. In fact, if you were to close your eyes, the sound wouldn’t be much different from a Toyota Camry at idle. On the other hand, the 325i steals the show—if you have to get a BMW, then you’ll just have to die for their smooth inline-6 engines. This one carries the 193 bhp, 245 Nm 2.5-liter 24-valve inline-6 with single VANOS technology. This engine has a smooth start-up with a hint of a power growl beneath it that is so lacking in any high-revving Japanese engine out there.
Although both Bimmers carry the steptronic manual selector, the 318i has to make do with a 4-speed system while the 325i benefits from a more refined 5-speed aumomatic transmission system. Although the 325i has more horsepower and more gears to play with, it is surprisingly sluggish compared to the 318i in terms of acceleration feel. Although the inline-6 could, in real life, be faster, the 318i offered surges of acceleration that gave a feeling of oomph that the smooth 325i just lacked. Nonetheless, both 3-series cars used their power bands quite well and provided the necessary acceleration when needed. The car is best left in full automatic mode, as the steptronic mode still has a long way to go to match with either a computer-controlled automatic or a human-controlled manual. The steptronic has delays when being engaged especially at the higher gears. This slight degree of hesitation robs a bit of excitement from this car.
A surprising fact is that the 318i has livelier steering than its bigger brother. In fact, because of the less weight of the 1.8-liter inline-4 at front, the steering is more pointy and a very accurate piece of machinery. The steering communicates well with the road sending just the right levels of information to the driver especially when it comes to the road’s unevenness and bumps that may endanger a person during high speed driving. On the other hand, the heavier mass of the 325i robs the car of some agility points especially during tight cornering and acceleration combinations. Nonetheless, both cars exhibited characteristics that mark it as an A+ for Autobahn cruising.
Aside from the good steering feel, both are very accurate and respond to the driver’s every command. The steering is very sensitive on both cars—and it shows. The slight change of angle in either Bimmer is an immediate sign to car on what to do next. The driver has to keep alert in this car. If comparisons were made, then the Bimmer’s steering accuracy places it next to the Subaru Impreza, which we drove last year. Both cars showed considerable amount of steering wheel without hampering comfort and compromising communication with the road.
As I said before, the inline-6 showed promise when it had a hint of a growl during idling, unfortunately, this growl isn’t delivered during highway driving. The interior very shielded from road and engine noise that we had to put our windows down to hear the famed inline-6 roar. Then again, this slight compromise probably has to be because the car acts as a luxury cruiser as well, and it would very difficult if one’s ear lobe is filled with the sounds of a thumbing inline-6 engine—a shame for us, but probably not for the rest of the market. Moreover, this generation of inline-6 engine marks the last time we’ll ever see an inline-6 crammed into any BMW. Starting with the next generation of 6-cylinder engines, BMW will be incorporating a more compact V6 engine similar to what Mercedes-Benz has done in the previous years.
Aside from showing remarkable balance, both Bimmers absorbed not just road and tire noise pretty well, but Quezon City potholes as well. In fact, it’s a surprising thing than even the 325i with its 16-inch 50-series tires can outmatch the likes of the Mitsubishi Galant in bump absorption. If the 325i feels a bit stiff for your tastes, then the 318is right for you. The car can be nick named the ‘comfort king’ since besides reducing wind, tire and road noise and vibration much like the 325i, the 15-inch alloys coupled with a softer suspension setting makes the 318i absorb any sort of bump whether light or heavy.
In terms of build quality, both cars fared pretty well. The 325i, which is still below 5,000 kilometers, is as every bit as solid as the veteran 318i that has traveled a total of 23,435 kilometers. Both cars are as quiet and as solid as the day they left from the factory, as testament to the improvement BMW Philippines has made to the assembly of its cars locally. The service interval indicator worked very effective as well reminding us to change the 318i’s engine oil at the next service interval. Note that the 318i is assembled locally while the 325i is a completely built-up unit.
After a long test drive, I find myself thinking again—could the seemingly paradoxical phrase ‘sports sedan’ or ‘luxury sports car’ truly exist? It seems that it could. Of all the cars we have tested so far, the 3-series BMW fairs as the best combination of luxury and sporty attributes that even shames the BMW 523i. Although still not yet the perfect car out there, both of these 3-series sedans present an ideal that has been carried out flawlessly from the design to the build to the excellent customer service.
This is the mainstay of the brand that calls itself the Ultimate Driving Machine, and it deserves a space no less than that. The BMW 3-series is just pure magic.
Editor’s Note: we would like to thank Prestige Motors Libis for accommodating us on our test drive.
Contact Information:
Cynthia Mangahas
Corporate Communications Manager
Prestige Motors Libis
Telephone Number: 638-0734 to 43
Fax Number: 638-2651
Email: [email protected]
Website: www.bmwprestige.com.ph
By Ulysses Ang | Photos By Ulysses Ang
Originally Published July 2001 Issue
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