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2012 Bmw 335I

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radio (with one-year subscription included) for $350 and BMW Assist telematics at $650. Lastly, a destination charge of $895 bumped our 335i's bottom line to $49,770. First on our agenda was some back-to-back track time at Laguna Seca - an exercise that left us with our lower jaw on the pavement. In spite of being marginally slower, the lighter 328i was more nimble and energetic on the track than our heavier 335i. Credit physics: By lopping two cylinders off the front of the inline-six, the mass of the 328i dropped by 165 pounds and the overall weight distribution moved rearward (49.5/50.5 compared to 50.9/49.1 in the 335i). While the percentages appear small, the real-world difference was huge from behind each of the three-spoke steering wheels. The 328i danced around the racing circuit, while the 335i felt... well, slightly nose heavy.
, better balanced, lighter and nearly as quick (BMW says the 335i 6MT will do 0-60 in 5.4 seconds while the 328i 6MT does it in 5.7 seconds). In an un-biased and non-emotional decree, most everyone should choose the four-cylinder 328i over the six-cylinder 335i. But many of us are not most everyone. We found ourselves growing increasingly attached to the 335i the more we drove it. The heavier sedan lacked the tossable agility of the innovative 328i, but there was emotional gratification with the traditional powerplant over the front axle, and its mass made the 335i feel more stable and substantial on the road. Most importantly, there was the daily bliss of hearing BMW's silky inline-six whirling up to redline while its linear torque forced us deep into the seatbacks. We have yet to meet a four-cylinder that is able to consistently give us goose bumps - and therein seems to be the calling for the 335i.
choices are far less contentious, both shared by the 328i and 335i. The standard gearbox is an old-school six-speed standard, but those who are contributing to the manual transmission's demise will opt for the eight-speed automatic gearbox (8HP45) at no extra charge. All 'new' 3 Series sedans are rear-wheel-drive for now, but the 328i xDrive and 335i xDrive all-wheel-drive models go on sale soon.
time, Euro-savvy editor Matt Davis was only able to meet the entry-level four-cylinder 328i with an automatic transmission - the six-cylinder 335i models, and the manual transmission versions, were unfortunately not in attendance. But we didn't have to wait long, as BMW invited us to California's
Leaving the 328i on the track, but its driving dynamics seared in our brain, we left Monterey in our 335i for an extended drive down U.S. Route 101 to Los Angeles. The highway is heavily patrolled, so we settled down to a comfortably quick steady-state 74 mph (9 mph over the limit is 'slow' enough to give the radar-happy law enforcement much faster targets to chase) and locked in the cruise control. The seat time gave us plenty of time to fidget with BMW's electronic Driving Dynamics Control (DDC), new to the 3 Series for 2012. Standard across all models, the significant arrival allows the driver to choose between three different present configurations (Eco Pro, Comfort, and Sport) to activate different vehicle settings altering how the powertrain and steering react to driver input. On models equipped with Adaptive M Suspension (electronically controlled damping) such as ours, DDC also controls
Our 335i test car carried a base price of $42,400 - a smooth $7,500 premium over the 328i. The Alpine White paint and Dakota Coral Red leather upholstery were included at no charge, but the Sport Line package (sport steering wheel, 18-inch alloys, mirror caps in black, sport seats, anthracite headliner, brushed aluminum and gloss black trim) added $1,700. The Adaptive M Suspension was another $900, and the Premium Package (universal garage door opener, Comfort Access keyless entry/ignition and Anthracite
But why is its lesser sibling still the better sport sedan? The 328i is objectively superior to the 335i because it is significantly less expensive, more
when it was introduced in 2009, yet it wasn't without controversy. That's because it shoved the automaker's beloved twin-turbocharged 3.0-liter inline-six (N54) out of the engine compartment. Although measured power remained virtually identical (300 horsepower at 5,800 rpm and 300 pound-feet of torque starting at 1,500 rpm), enthusiasts howled that the new N55 lacked the vivacity and performance potential of the N54 (BMW only stoked the fire when it retained the older twin-turbocharged powerplant for use in its 'high-performance'
and take it home for a week. Our objective was to determine why the muscular 335i, long the performance benchmark of compact sport sedans, was getting its tailpipes handed to it by its four-banger kin. To solve the riddle, we put more than 1,500 miles on a brand-new 335i Sport configured with a six-speed manual transmission. Of course, we liked much of what we experienced, as the redesign fits the 3 Series very well. But we also exposed a few holes in its once-impenetrable armor - some big enough to let two fewer cylinders slip by. Has the quickest and highest-performing of the non-M 3 Series models really lost its top spot on the palace throne? If so, why would someone still want a 335i?
Raceway Laguna Seca. As a brief refresher, BMW's volume model sedan is the 328i, a lower-priced variant (base price $34,900) fitted with the recently introduced turbocharged 2.0-liter four-cylinder (engine designation 'N20'). While vocal BMW loyalists lamented the loss of the turbine-like naturally aspirated 3.0-liter inline-six ('N52') in the recently discontinued E90 chassis, the smaller, direct-injected replacement outmuscled its predecessor by generating 240 horsepower at 5,000 rpm and 255 pound-feet of torque starting at just 1,250 rpm. It is not particularly smooth - the gasoline engine oddly idles with the din of a
Today's flagship 3 Series sedan is the 335i, fitted with a turbocharged 3.0-liter inline-six ('N55') carried forward from the old chassis without modifications. The thoroughly modern N55 introduced BMW's advanced Valvetronic technology, and provided reduced emissions and better
Sport models, like the one we were driving, are offered a fourth mode called Sport+ that mostly mirrors the Sport settings with the exception that the intervention threshold of BMW's Dynamic Stability Control (DSC) is significantly increased. For the most part, however, you would never be able to tell the difference between Sport and Sport+ on public roads. Out of curiosity we rocked the DDC switch rearward to Eco Pro mode. Engineered to maximize fuel economy (the
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- but the N20's snappy power delivery makes the old inline-six feel tired and lethargic under most driving conditions.
For The Enthusiast Who Isn't Ready To Embrace The Future The 328i is better than the 335i. We are not the only ones claiming that the entry-level
) added an additional $1,900. Stand-alone options on our test model included split fold-down rear seats for $475, heated front seats at $500,
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In this type of intensive driving, the 335i tended to understeer, something I never would have expected in a BMW. The steering wheel seemed lifeless, merely serving as a control mechanism rather than offering the tied-to-the-road feeling found in other BMW models.
Another strike against the Modern line comes from the suspension, which felt tuned for comfort. BMW made its reputation on cars that could be driven hard on the weekends, but would also serve the daily commuter. This 335i only met half of that equation. Going into a tight mountain turn at speed, the suspension felt loose, letting the body of the car float dreamily while the tires tried to bite into the pavement.
If the BMW 3 Series is going to be equipped as CNET's was, then there seems little point in getting the powerful 335i, rather than the
Along with substantial power, BMW gives this engine excellent efficiency with tech borrowed from hybrid cars. The 335i uses regenerative braking, as do all recent BMW models, which takes generator load off the engine. Likewise, BMW went to electric power steering from a hydraulic system, also freeing up more power from the engine for actually driving the wheels.
For this generation of 335i, BMW earned EPA fuel economy ratings of 23 mpg city and 33 mpg highway. In my mix of city and freeway driving, the car turned in a very respectable 28 mpg.
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Absolutely mint cabriolet. 6 spd auto with Steptronic, space grey metallic, black interiour, 3.0 l, new run flats, BMW spare tire kit, BMW windscreen, sun shade and seat vests, all OEM. Carproof…
With all its driving modes at our disposal, tackling every bend and curve was never a chore, as the new 335i cleverly adapts to each driving situation. Up top we find MacPherson strut front suspension, while a five-link system is employed in the rear. However, feedback does begin to feel a little stifled, and some of the wind has been taken out of its sails due to its slightly elongated wheelbase. Despite its lankier proportions – and if you can live with the fact that this version will drive more like a sedan than a sports car – the newly designed 3 Series sedan is strikingly agile, exhibiting sharp reflexes and excellent road manners, both on the highway and more demanding road conditions.
For the record, the 2012 3 Series sedan is the only variation to receive a facelift, so don’t be disappointed (or confused) at the coupe, convertible, and wagon’s familiar face. That said, the 3 series sedan s exterior is undeniably impressive and exactly what you’d expect from the Bavarians. While there are those that claim BMW has become rather boring, we simply can’t see it. If anything, the 3 Series offers a refined, if not restrained, beauty that most car lovers will appreciate. It’s a beautifully crafted car that manages to turn heads six generations into its lifespan.
For 2012, the engineers at BMW were tasked with redesigned the 335i sedan no easy task given the almost-mythic status the car enjoys. Nevertheless, we imagine members of the team went many a night with little to no sleep, and suffered turbocharged engines and kidney grilles haunting their dreams when they did get manage some shut-eye.
The 2012 BMW 335i sees a $350 increase from last year’s model, bringing the base price to $42,400. Our review model which included various comfort additions such as the previously mentioned technology package, Harman Kardon premium sound system, cold weather package with heated front and rear seats, and eye-catching 18-inch alloy wheels rockets to an unforgiving MSRP of $53,645, including destination fee.
Sometimes in life reaching the top can be the easy part it’s managing to stay there that proves more difficult. The same can be said for the automotive world, where BMW has happily enjoyed success with its 3 Series for over 35 years. Of course, the importance of the 3 Series cannot be overstated. The car accounts for roughly 50 percent of all BMWs sold worldwide. So when the German automaker decides to redesign its bread and butter… well…it’s more than a big deal.
At the heart of the brand new 335i sedan is a 3.0-liter turbocharged inline six that produces 300 hp and 300 lb-ft of torque mated to standard six-speed manual though our review unit, much to our chagrin, sported the automatic variety. Throttle response is lightning fast and calling upon that extra spool of torque requires very little pressure placed on the accelerator. For the N55 engine, BMW has incorporated two small turbos for every 3 cylinders, resulting in virtually unnoticeable turbo lag and quicker response to load demands. BMW estimates a 0-60 time of 5.4 seconds, but we found during our performance testing that to be conservative figure.
Clearly BMW has aimed to deliver a driver-centered experience. The rich leather seating is comfortable. And the eight-way power adjustments will help you find the ultimate driving position for your ultimate driving machine. Instrumentation is deftly positioned, with a cluster of gauges and displays tucked behind the 3-spoked leather wrapped steering wheel that features a mixture of analog and digital displays. A bit of Teutonic trickery is employed here; it all appears flush, giving the impression that you could pluck the speedometer right from its resting position should you so wish. The driver and passenger seat are separated by a central high tunnel that extends all the way to the back and happens to house the excellent iDrive controller.
Sadly, the interior doesn’t quite stack up as well as we’d expect. BMW’s have, by nature, always evoked emotion. They’re meant to deliver a visceral buffet to your senses both on and off the road. The 2012 BMW 3 Series’ aesthetic excellence, readily apparent throughout its exterior, fails to seep into its lackluster cabin. Don’t get us wrong there are plenty of slick touches and salivating electronics to be had, but the sterility is disheartening. We can’t quite put out finger on it, but the interior just never seemed to wow us. It was smart, comfortable, and filled to the brim with all the gadgets we could ask for, but it failed to truly impress visually. Think of an iPhone or Samsung Galaxy S 3 for all you Android lovers housed inside a Motorola Dynatac 8000X phone from the 1980s and you’ll understand what we’re getting at.
...while it certainly contains its share of problems, overall, the 2012 BMW 335i is an attractive blend of power and prestige.
On its face, the 335i retains much of what has characterized and defined it over the years, albeit with a sportier accent. The new front end features headlights that flank the iconic, widened, twin-kidney grille. Expressive character lines can be traced all along the hood that provides greater visual depth and strength to the 3 Series elongated body. Our review unit’s turbine-styled, 18-inch alloy wheels lended a greater degree of athleticism to an otherwise sleek profile.
However, the car feels balanced and predictable and surprisingly well-suited for Laguna Seca as it was easy to load up the weight in the car and fling the wheel over to clip an apex. Both the track and the car rewarded taking clean lines thru the turns – helping keep the understeer to a minimum and the 335i would easily stream from Turn 2 all the way up the hill to Turn 6. The 300  horsepower pumping out of the N55 plant comes in very handy, as it’s just enough to yank you back out of a corner and get back on the power towards the next corner – an advantage definitely not felt in the 328i Sport Line.
We pour into the Andretti Hairpin, into Turn 1 and nearly max out 3 rd gear going into Turn 2 and onto 3. By the time we reach the latter half of the track the M3 has only about 3 or 4 car lengths on us and my driver seems thoroughly impressed that the 300 horsepower Twin-Scroll powered N55 is able to hang with the soon-to-be-defunct E92 M3 with its naturally aspirated S85 V8 pumping out 414 horsepower. That says a lot about the new F30 335i Sport Line – considering that the approval and awe came from two-time ALMS champion and Rolex 24 Hours of Daytona winner Joey Hand.
Surprisingly, the 19-inch run flats felt very grippy and even with DCT off and a happy right foot. The BMW Style 401 wheels with 19 inch 225/40 R19, 19x8.5, 255/35 R19 optional tire setup for an additional $900 are worth the extra cost on the Sport Line. They will help to visually set the 335i Sport Line apart from the base 328i Sport Line and seem to hold the tarmac with a death grip compared to the non-staggered 18 inch standard wheel setup which had a tendency to relinquish it’s hold of the road well before the 19’s.
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If you’re like us, you’ve bored holes through pictures of the new 3-series sedan trying to discern the styling changes versus the outgoing model. Yes, there are some. A new face features headlights that puddle in toward the chrome-wrapped kidneys and a broad, blunt-faced front bumper that creates a sort of grimacing overbite into the lower grille. Move around to the sides and tail, and it all looks very familiar, even though the new car is 1.9 inches longer in wheelbase and 3.7 inches longer overall, which gives it more of a sleek, sprinter-on-blocks profile. But what’s really new about the F30, you ask? Well, after 600 miles in a brand-new 2012 F30-generation 335i Sport Line—and a couple of plates of South Carolina barbecue—we have a pretty good idea.
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I love the 335i. It drives great. It's comfortable. It's what a sports sedan should be. But I'm just not sure that it's worth 56,000 American dollars. And compared to the newest kid on the block, the Cadillac ATS, the 335i beats it in some categories, and loses in others. It seems BMW finally has some company at the top of the class.
( Full Disclosure: BMW wanted me to test the 335i Sport so badly that I waited patiently for it for a few months. Then they delivered it to the office and told me to enjoy it for one Earth week.)
The settings that effect the ride also have a profound effect on the handling, but an even bigger effect on the feel and confidence. On entry and in the middle of the corner, the 335i exhibits minor understeer. In Sport+, a jab with the right foot will break it a little loose.
The engine note isn't entirely uninspiring, but it's also not going to excite you. This is still an everyday car, so BMW couldn't make it all that raucous.
The 335i starts at $42,000. That's a good deal. Want one equipped as dandily as our 335i Sport? Be ready to fork over $56,000. You may have fallen over from reading that, so I'll type it again. $56,000.
for that. Granted, they're totally different cars, but it's just amazing how much more you can get than a 335i for this money.
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