First off, the 3-Series goes to an all-turbocharged lineup. Don’t let the nomenclature confuse you, as the last two digits of BMW model numbers no longer correspond to engine size; the 328i comes with a new 2.0-liter four-cylinder engine, while the latest N55 version of BMW’s 3.0-liter in-line six is packed into the 335i.
The 328i feels quite strong on the road and can, in manual-transmission form, get to 60 mph in just 5.7 seconds with the manual transmission; that’s only 0.3 faster than the 335i. The 328i’s four makes 240 horsepower and 260 pound-feet of torque, while the six in the 335i makes 300 hp and 300 lb-ft. Both engines have twin-scroll turbocharging to deliver boost very quickly—so quickly that you probably won’t guess that they’re turbos. Even the four in the 328i churns out the torque at low rpm; peak happens at just 1,250 rpm.
Driving Dynamics Control is included in all 3-Series models. With a rocker switch that’s right beside the driver’s knee, you can toggle between Eco Pro, Comfort (default), Sport, and Sport+ modes. Sport sharpens steering response, changes shift points, and such, while Sport+ allows more slip from the stability control and permits an electronic limited-slip diff mode to give the rear wheels more traction.
All 3-Series models now get an electric power steering system that loads and unloads nicely, and gives you—when you finally reach the 3’s impressive limits of grip—a little feedback from the road. We'd only wish for a little more sense of the roadway surface before you approach those limits, which is what the hydraulic steering in the former F90 provided. Variable Sports steering permits easier parking along with sharper handling, by altering the ratio mechanically (avoiding the digital transitions that sometimes make electric power steering systems frustrating.
With either of the models, a six-speed manual gearbox is standard, while an eight-speed automatic is available. Sport-model automatics come with special programming for faster shifts. It’s so good out on the racetrack that we might actually choose the automatic over the manual, but overall, we’d have to go for the precise-feeling six-speed manual for the inspiration it brings daily driving.
As you might guess, the 3-Series comes with some of the best stoppers in the business; the brakes proved strong on both the highway and the track. Over countless laps at California’s Mazda Laguna Seca Raceway, we didn’t encounter any fade.
An available M Sport package drops ride height by 0.4 inches, firms up springs and dampers, and includes larger anti-roll bars along with larger 18- or 19-inch M alloy wheels. Other performance options include the Adaptive M Sport suspension package, with electronically controlled damping. While both of these options do provide improvements you can feel, the base car’s setup is still a hoot, with good ride quality combined with satisfying, crisp control for all but serious track use.
All-wheel-drive versions of both models will be available this fall, as 2013 models.