(This review is representative of model years 2006 and 2007)

For 2006, BMW completely remade the most popular of its ultimate driving machines from the wheels up, while maintaining what is arguably the best entry-level luxury car on the market today. 

In contrast to the howls of protest from automotive journalists and BMW loyalists when BMW introduced the 7 Series and then 5 Series models, the new 3 Series brought a collective sigh of relief.  Thankfully the uglification and over sophistication of BMW products hasn’t carried over to the redesigned 3 Series sedan launched for 2006. 

While beauty is certainly in the eye of the beholder, it’s easy to see DNA from the 5, 6 and 7 Series. The 3 Series is easily and instantly recognizable as a BMW.  The sixth-generation 3 Series gets a much-needed boost in size for 2006, growing an additional two inches in length, three inches in width and adding 1.4 inches to the wheelbase.  This translates into much-needed interior room.  The trunk is larger, and wheels and tires have been increased to 17 and 18 inches, depending on the model.

For 2006 the 3 Series was offered in a confusing array of nine models.  Confusing because only the 325i and 330i four-door sedans, the all-wheel drive 325xi sedan, 325xi sports wagon and 330xi all-wheel drive sedan are the all-new 3 Series.  Coupe and convertible 3 Series models for 2006 maintain the old body style that’s been used since 1999.

For 2007, the 3 Series sedans and wagons have new engines, two new colors and modest changes to the interior.  There’s also an all-new retractable hardtop that completely dispels the myth that you have to give up trunk space and rear seat room unless you stretch the backside to accommodate it. 

I tested the 335i sedan with the all-new 3.0-liter twin-turbo inline-six-cylinder engine that puts out 300 hp mated to the standard six-speed manual shifter.  The six-speed automatic is an extra $1,275 and worth every dime if you’re driving in urban Phoenix. Also note, the car’s 19/28 city/highway mileage is mighty impressive for a 300-hp sedan.

Most impressive, however, was the complete absence of turbo lag.  Turbo charging is technology that significantly boosts an engine’s power.  Because it can take time for a turbocharger to spool up, most often there’s a noticeable hesitation during acceleration before it kicks in.  Both Audi and Subaru exhibit turbo lag so pronounced, I recommend opting for a different vehicle.

Not once during my weeklong, 1,000-mile test did I experience turbo lag.  There’s actually a second turbocharger, a “twin turbo” in gearhead speak, that takes care of the problem. BMW covers the technicalities of it in detail on their website.

BMW claims a zero to 60 mph acceleration in just 5.3 seconds.  I was surprised just how smooth and quick speeds rose in my 335i tester.  It wasn’t brute-force throw-you-back-in-your-seat performance; rather it’s butter smooth and accelerates you to 75 mpg on the interstate quicker than you realize.  On more than one occasion, I was in “high-speed driving citation” territory and had to back off. 

I was impressed by the way the 3 Series seemed to improve just about everything on a model that was already near perfect.  The more I was behind the wheel, the more I appreciated the experience that German engineering has masterfully crafted into this class leader.

BMW is about the driving experience:  world-class suspension, steering, braking, balance and agility.  The feeling is precise and confident with remarkable handling poise.  The ride quality is firm yet comfortable.  You simply never fatigue driving this car. BMW makes unbelievably refined automobiles that never disappoint behind the wheel.

Inside, the cabin has an understated look of luxury and elegance. Though it features more space than ever, it is still a compact best suited to four passengers. 

One of the most noticeable changes is the removal of the keyed ignition switch in favor of a key fob and starter button located on the dash.  There’s a new turn-signal stalk that I didn’t like.  It doesn’t remain in the up or down position, so you can’t tell by feel whether the signal is on.

The new dash features a single arch over the instrument cluster.  My tester had brushed aluminum trim, less drab than the 2006 tester with its dark wood trim.

If BMW got one thing right with the new 3 Series, it was refraining to repeat the mistake of including iDrive as standard.  The dreaded LCD-screen, control-knob multimedia interface produces more annoyance than assistance on the 5 and 7 Series. Thankfully, on the 3 Series, it’s offered as an option.  A note to BMW:  think touch screen!

New technology?  There’s plenty to go around. There’s no more need for a spare tire.  All models now include run flat tires as standard equipment.  They’re good at 50 mph for 150 miles after they’re deflated. This is possible due to their stiff sidewalls. There’s Active Steering, which turns the headlights with the steering wheel to illuminate a curve.  All models also have BMW’s adaptive brake lights that become brighter as the driver applies more pedal pressure. 

Safety features include all the expected airbags, including head curtain bags and front-seat-mounted side impact bags (side impact bags for rear occupants are no longer available). You’ll also find anti-skid control and anti-lock brakes with brake-force proportioning. Additionally, the brake pads lightly sweep the brake rotors every couple of seconds when it’s raining because dry rotors stop the vehicle more quickly.  Dynamic stability control is standard.  The vehicle has not yet been crash tested by the government or the Insurance Institute for Highway Safety.

As a driving enthusiast, there is little to dislike about the new 3 Series.  I appreciate the extra room and extra power under the hood.  The 3 Series never failed to impress me; it remains the standard and benchmark as the ultimate driving machine.  The best entry-level luxury sedan in the world just got better.

Return to the Auto Reviews home page.