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As evidence of its place in the modern automotive world, BMW anticipates selling 50-50 to men and women, and strengthens its hold on advancement of technology. The ’06 models debuted in showrooms just this past weekend, with the 325i starting at $30,995, and the 330i at $36,995. Both have the same 3.0-liter inline 6-cylinder engine, although different configurations of the intake and engine-management systems leave the 325i with 215 horsepower, while the 330i has 255.
Both engines have BMW’s Valvetronic variable valve-timing standard, and the power is distilled through manual or automatic transmissions, both of them 6-speeds, with stability control, and both cars offer optional sport packages with superbly bolstered seats, larger wheels (17-inch on the 325i, and 18-inch on the 330i), and firmer suspension. To properly introduce to the U.S. automotive media its new 3-Series, a car no, THE car that best serves as the iconic link between exotic and practical in the automotive world, BMW could be counted on to select an exotic and mysterious location, so it chose…Pittsburgh?
Yes, Pittsburgh, and while BMW’s marketing types layered the nation’s automotive media with various and assorted links between Pittsburgh to the 3-Series, none of them mattered alongside the most pragmatic reason: a new and readily available road-racing track located just far enough from the city for an hour and a half drive over a sequence of winding, twisting, hilly highways.
Perfect, both in fact and analogy. The 3-Series itself has always been basically pragmatic, even while reaching above and beyond the practical boundaries of most competitors’ cars, thereby inviting all sorts of lofty fantasies. That takes care of the analogy.
In fact, the highways leading the 2-year-old Beaver Run race course are challenging and satisfying to cover, with abrupt hills and curves, and with the rare advantage of being not-as-all smooth.
Most introductions strive for sites that are smooth to impress journalists with the ride of the vehicle being introduced. BMW chose rather rough roads for the same reason to display how the new suspension could carry the 3-Series cars with ease over both normal and rough, irregular asphalt.
In style, the 3-Series looks more like a compact version of the midsize 5-Series than it does the current 3-Series. It has the same short-overhang at the front, with the long hood, and the flip-up tail. It also has the new-age contours grooving on the hood and along the sides.
When BMW altered the large 7-Series into a controversial new shape, I was among the masses who criticized it for going too far, with its droopy-eyelid headlights and its tacked-on bustle rear. When the 5-Series came out next, with similar cues but with the 7’s most objectionable elements distinctly toned down, I thought it was a beautiful alteration. When many magazine critics ripped the 5, I thought it was almost because they still disliked the 7.
The 3-Series is another compromise, toning down the 5’s headlight and taillight treatment even further. Few will disagree that the existing 3 is perfect in style, and the harshest critics may need some time to adjust to the new look. The current cars will forever be beautiful, but as soon as a few new 3s show up, car-zealots will find themselves looking them over while mentally noting they are the “old" Beemers.
In the rush to criticize, BMW design chief Chris Bangle an American, from Wisconsin has been vilified as director of design. Pick up any car magazine and read about “Chris Bangle’s design," but actually he did none of the actual design of any current BMW models.
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