[14] Coolant For Bmw 328i Becomes This Week Issue

From the October 2013 Issue of Car and Driver

BMW’s 3-series sports sedan is hardly an enigma at this point. Its mission is driving pleasure; its soul, savvy engineering. BMW aims to improve each successive model’s performance, but every new generation carries the risk that the 3-series will deviate from the formula that earned it 22 straight 10Best awards. Need we remind you how BMW’s 5-, 6-, and 7-series models have swan-dived from lofty heights?

KERIAN

Our comparison tests are handy for judging any new car against its peers, but to bare the innermost secrets of the F30-generation 3-series, we launched a 2012 328i on a 13-month, 40,000-mile journey. Since the full M Sport Line package didn’t arrive until the 2013 model year, we spec’d our test car with a manual transmission, the $900 Adaptive M suspension (requiring the $2500 Sport Line trim that includes 18-inch wheels), and a few creature comforts. The $3600 Premium package brought a sunroof, power seats, and keyless entry. The $2550 Technology package added navigation and a head-up display. A $950 Premium Sound package contributed a Harman/Kardon surround-sound system with satellite-radio reception. Additional options—a split-folding back seat, heated front chairs, xenon headlamps, a parking-alert system, and Bluetooth and USB connections—hiked the $35,795 base price to just over the 50-grand mark. Marshaling restraint, and no small measure of self-respect, we didn’t sign up for the new $2050 automatic-parking system.

Our initial test results were a mixed bag. The new kid, powered by a 240-hp turbocharged 2.0-liter four, did trump the acceleration and top speed of the outgoing 328i, which was energized by a 230-hp naturally aspirated 3.0-liter inline-six. The zero-to-60 run dropped from 5.9 to 5.6 seconds, and quarter-mile results leapt from 14.6 seconds at 96 mph to 14.3 seconds at 100 mph. But the handling report card was disappointing. The new 328i’s greater mass (82 pounds more) and low-rolling-resistance tires resulted in significant braking- and cornering-performance degradation: 70–0 stopping stretched from 160 to 172 feet while skidpad stick fell from 0.92 to 0.88 g.

View PhotosMARC URBANO, MICHAEL SIMARI, PATRICK M. HOEY

Logbook entries began with howls of protest. Staff members who’d owned and loved previous 3-series models were mortified that BMW replaced an adored six-cylinder engine with a lowly turbo-four, never mind the balance shafts and flywheel-mounted vibration absorbers. While there was consensus that the response to a jab of the accelerator or a run through the H-pattern was still entertaining, the new engine generated a laundry list of complaints: unseemly sounds following a cold start, annoying injector clicks, and power delivered in spurts instead of the six-cylinder’s rich flow. Senior online production manager Scott Mosher noted that “for $50,000, it shouldn’t feel as if I’m driving a Mini every time I start the engine.”

Compounding the loss of two cylinders, BMW added a gas-saving stop-start feature as standard 3-series equipment. We appreciate the potential benefits—eliminating fuel burn and exhaust emissions at red lights and traffic stops—but detest the execution. The shake, rattle, and roll when the engine refires prompted a reflexive hand motion from most of us: punching the disable button to kill this feature.

The new four-banger does reach stride in sixth gear. Noise and vibration at legal cruising speeds drop well below the wind-ruffle threshold. Following trips to Iowa and North Carolina, the logbook commentary sang praise with several reports of cruising mileage in the mid-to-high 30s. Combine that with a 15.9-gallon fuel capacity, and you’ve got a bladder-popping 500-mile range. Over the full 40,000-mile haul, we averaged 27 mpg, beating our 2006 BMW 330i long-term tester’s run through the 40,000-mile gantlet by two mpg. (That E90 3-series was powered by BMW’s lovely 255-hp naturally aspirated 3.0-liter six.)

rants and ravesAlexander Stoklosa
The engine is torquey and powerful but not very subdued due to vibration transmitted through the shifter and pedals.Mike Austin
I achieved 34 mpg in 80-mph highway driving but missed the straight-six's sweet music.Austin Lindberg
Stop-start is unconscionably rough. At least the clutch is light and easy to modulate.Mike Dushane
Light, overboosted steering diminishes the feeling of control present in the E90 3-series. The front suspension clops over bumpy roads in a manner that would be unseemly in a car half this price.Ron Sessions
It's amazing how competent a rear-drive, manual transmission car with a 49.2/50.8-percent weight distribution and Bridgestone Blizzak winter tires can be on snowy roads.Eric Tingwall
Wind noise at 80 mph is more like a $30,000 family sedan than a $50,000 luxury car.Nathan Schroeder
Loved the head-up display. It was a great way to receive navigation commands in heavy Chicago traffic.Tony Swan
Except for hints of high-speed vibration, this is a sweet car for the superslab.Andrew Wendler
Passengers who had owned E90s remarked that the quality of the leather and the trim treatments seemed downgraded.

The 328i is also cheap to maintain. BMW’s Ultimate Service provides free inspections and oil changes for four years or 50,000 miles. Our car’s service reminder sent us to the desk at 14,000 and 29,000 miles for fresh lube. During the first visit, our dealer suggested new rear brake pads, but that turned out to be a false alarm. Not counting the installation and removal of winter tires, we made four additional stops for service. The 328i’s fuel door froze shut in the winter, an issue our dealer confirmed as common with this model. A factory service bulletin called for the installation of a new coolant expansion tank and an updated electronic control module. Near the end of the test, complaints of brake-pedal vibration and a noisy HVAC system resulted in our replacing the front brake pads and rotors and fitting a new blower motor, all under warranty. Aside from gas, our only out-of-pocket operating expense was $1384 for a set of tires at 40,000 miles.

Gripes focusing on driveline vibration began at 5900 miles and continued throughout the test. The buzz was subtle enough that it was more often seen, not heard or felt, as a rearview-mirror quiver. The tremor began at 75 mph and held steady through the upper registers. We doubt that the engine is to blame for this very un-BMW-like roughness. The cause could be deep within a tire, an out-of-balance driveshaft, or some other unhappy rotating component. Our dealer searched for the gremlin but never found it.

Cockpit quality and convenience met with our approval, but we did find one flaw associated with the electronic billboard dominating the top-center of the dash: Cool as they may be, you can’t switch the power and torque meters from metric to more palatable U.S. units. (This may have been rectified after our car was produced.)

While the E90 camp laments every ounce of mass and inch of length BMW added to the 3-series, the back half of the new car is one of its exceptional features. The rear seat provides excellent thigh support and ample head and leg space for two passengers, plus a temporary perch for a third rider. The 13-cubic-foot trunk has two secret storage bunkers under its hinged floor panel. A sensor included with the Premium package allows opening the trunklid by swinging a foot beneath the rear bumper. The $475 split-fold backrest option means you can swap passenger space for a nearly level, five-foot-long carrier deck. And the final touch—a 9.5-by-16.0–inch pass-through opening—raises the question: Who really needs a crossover or hatchback? (We’re looking at you, 3-series GT.)

Since we met the new 3-series early last year, it has fended off attacks in three comparison tests, two of which it won by slim margins. Still, two rivals—the Infiniti G25 and Cadillac’s ATS—beat this BMW in steering feel, handling, and fun-to-drive categories. The coup de grâce was administered by a Lexus IS350 F Sport in this year’s June issue, when a 335i finished second overall with last-place scores in steering feel, ride, handling, and driving enjoyment.

View PhotosMARC URBANO, MICHAEL SIMARI, PATRICK M. HOEY

Our 328i logbook entries jibed with these comparison-test findings. Mike Dushane, past owner of five BMW 3-series models, called the new electrically assisted power steering overboosted. Others found the on-center precision adequate but deemed the absence of effort off-center and the overall feedback wholly disappointing.

At least the chassis fundamentals—anti-roll bars, dampers, and springs—are consistent with BMW’s past practice [see “A Tale of Two 3s”]. While the new 3er is slightly heavier, its unibody is one-third stiffer in torsion and 8 percent stiffer in bending, says BMW, which should provide a supremely capable base of operations. On balance, there’s not that much degradation in go, stop, and turn performance, but the new 328i feels less wieldy.

The concerns revealed by our inquiries include a softer ride, provided by larger suspension bushings that allow the front tires to give longitudinally when they smack a pavement expansion joint; and lighter steering effort, which supplies a more tenuous link from the road to the wheel. Since all control efforts—clutch, brake, and throttle—are keyed to the steering, the new 3-series always feels light to the touch. Even though it earned a spot on our 2013 10Best list, this F30 edition is definitely less engaging. It never begs you to split from work to take the long, twisty way home.

Months in Fleet: 9 months
Current Mileage: 27,000 miles
Average Fuel Economy: 27 mpg
Range: 420 miles
Service: $0
Normal Wear: $0
Repair: $0

Is the F30-generation BMW 3-series genuinely superior to its E90 predecessor? That debate rages at Car and Driver, and after nine months and 27,000 miles on the road in a 2012 328i, we’re still straddling the fence on this subject.

This much we can confirm: To date, our test car has proven efficient, affordable, and as dependable as the mailman. Thus far, we’ve made two trips to the local BMW dealership. The first one, at 14,324 miles, was prompted by a service reminder saying that an oil change and rear-brake-pad replacement were due. Our dealer changed the oil and filter and performed various inspections suggested by the factory. The brake concern was a false alarm. After resetting the car’s central nervous system, we were back on the road without spending a penny.

Four months and 13,000 miles later, the second dealer visit was necessary to determine why the fuel-filler door wouldn’t open. The service writer knew the cause—ice deposits—even before inspecting our car because other F30 owners in Michigan had suffered the same problem. At least the diagnosis and the ice removal were both free.

View PhotosMARC URBANO, MICHAEL SIMARI, PATRICK M. HOEY

Stop, Start, Stumble, and Shake

The logbook debate has bemoaned the loss of two cylinders for the base 3-series engine while, a page or two later, praising the new turbo four’s smoothness, midrange vitality, and cruising efficiency. During trips to Iowa and Michigan’s Upper Peninsula, mid-30s gas mileage stretched the run between stops well past bladder range (350 to 400 miles). The engine stop-start system generated numerous complaints based mainly on the fact that BMW forgot to eliminate the stumble-and-shake side effects associated with curbing consumption at traffic lights. It’s our suspicion that reaching for the disable button would be far less likely if the shutdown and startup protocols were more polished. We appreciate the benefits of stop-start systems but prefer they perform with minimal disruption. This one is unruly.

The 328i’s overall ride quality prompted praise, but one of our staff’s dedicated 3-series supporters noted a rise in harshness and rattles relative to the E90. That critic also felt that the new car compared poorly to its immediate predecessor in steering precision and feedback. (BMW switched from hydraulic to electric power-steering assist in the 2012 3-series.) After owning five 3-series over a lengthy period, this staff member expects to wait for improvements before considering a sixth for his garage. Other editors invoked the dreaded ”clomp” denigration describing the suspension‘s reaction to bad Michigan roads. In contrast to BMW’s past sweet-cream reputation for driveline smoothness, reports of a high-speed vibration somewhere in the powertrain entered the logbook.

We installed Bridgestone Blizzak tires to roll confidently through the winter months. The 328i’s good balance and inherent agility made it a joy to exercise on slippery surfaces. Some editors opined that the winter tires even improved the ride quality.

View PhotosMARC URBANO, MICHAEL SIMARI, PATRICK M. HOEY

Head Up and Sit Down

Another feature that generated praise is the optional head-up display, which is great for negotiating a complex route with or without verbal direction assistance. Unfortunately, booting up the navigation system occasionally required 30 seconds of patience.

The last area of controversy reported so far relates to the 328’s front seats. Most of us felt they were ideally bolstered and properly contoured for short or long stints in the saddle. But a few E90 fans think this is another area where BMW has backslid. The specific complaint: insufficient lumbar support. And when that adjuster is cranked up to increase lower-back pressure, the resulting contour isn’t soothing.

Will the F30 extract itself from the shallow hole some of us feel it has dug and prove its superiority over the months and miles remaining? We’ll let you know as soon as the odometer strikes 40,000 miles.

Months in Fleet: 2
Current Mileage: 5903 miles
Average Fuel Economy: 27 mpg
Average Range: 427 miles
Service: $0
Normal Wear: $0
Repair: $0

Our longstanding admiration for BMW’s 3-series is not exactly a state secret. This compact package of shrewdly engineered fun and function has won our affection through five generations over the past 35 years. From the first 110-hp, coupe-only E21-platform model (with a base price well under $10,000) to today’s wagon, sedan, coupe, convertible, and M3 editions, the 3-series is what most of us would buy if we were forced at gunpoint to park but one automobile in our garage.

A 328i only slightly inhibited by an automatic transmission recently trumped four challengers in a compact-sport-sedan comparison test. To determine if a sixth-gen, F30-edition 3-series has the mojo to enthrall us through the long haul, we started the odometer spinning on a 328i equipped with a six-speed manual transmission.

Spec’ing Order

Now that BMW serves entry-level customers with the 1-series, the 3-series has abandoned any pretense of screaming-deal status. Our long-term 328i sticker started at $35,795 and broke through the $50,000 barrier even though we exercised some restraint when selecting options. The Sport Line trim, the most expensive of three available package upgrades over a base 2012 328i, adds $2500, but it’s a shrewd choice because it includes wider and larger-diameter wheels, lower-profile run-flat performance tires, a sport suspension, and an “increased top-speed limiter” (to an essential 155 mph), in addition to a leather-wrapped steering wheel and various red and black interior and exterior aesthetic touches. (The $3850 M Sport Line was added for 2013 and includes most of the Sport Line’s trappings plus unique wheels and a body kit.)

What BMW calls its “Adaptive M suspension,” code for electronically adjustable damping, is optional only with the Sport Line trim on 2012 models. (It has since been made available to all 3-series buyers for 2013.) Tightening up the ride and handling action is done through the console-mounted “Driving Dynamics Control” switch, which also manages power-steering assist effort, throttle response, and stability-control thresholds. Stepping up to leather seating surfaces requires the $3600 Premium package, which includes power front seats, keyless entry, a sunroof, and auto-dimming mirrors. Gear that should be included in that upgrade but isn’t: a split-folding back seat ($475), heated front seats ($500), xenon adaptive headlamps with “angel eye” adornments ($900), and the BMW Assist telematics and hands-free system ($650)—all of which were built into our test car.

View PhotosMARC URBANO, MICHAEL SIMARI, PATRICK M. HOEY

A $2550 Technology package is BMW code for a navigation system, which, along with other pertinent information, lights up a nine-inch dash-top ’display screen. The $950 Premium Sound option we added provides satellite radio (including a one-year service subscription) and a Harman/Kardon surround-sound audio system. One of the questionable functional advancements BMW developed for this 3-series generation is fully automatic parallel parking. Instead of spending on that silliness, we opted for a $750 park distance control system that provides audible and visible warnings (in the display screen) but no actual view of what you’re about to back over.

The bottom line: $50,120 for a nicely equipped sports sedan with a suitable assortment of frills.

Testing, Testing, 3, 3, 3

A day at the test track revealed that this long-term 328i fits neatly between the 335i we reviewed in February and the aforementioned 328i automatic that beat an Audi, an Infiniti, a Mercedes, and a Volvo a short time later. The Sport Line’s sprint to 60 mph took 5.6 seconds on the way to a quarter-mile ticket in 14.3 seconds at 100 mph. Stopping from 70 mph to 0 consumed 172 feet of road—way better than the previous 328i but eight feet longer than the 335i and not that competitive in the sports-sedan realm. At least fade was not an issue. The 0.88 g of cornering grip is best characterized as midpack among this car’s competitive set.

Unless it’s disengaged at the beginning of every trip, a standard stop-start system kills the engine at red lights to curb consumption and exhaust emissions. We’re strongly in favor of such systems, which are becoming standard practice in light of the benefits provided. Unfortunately, the one in our 328i is obstreperous. The restart is quick and effortless, but it’s accompanied by more shudder than is appropriate for any luxury compact. Note to BMW’s algorithm engineers: Raise your game if you expect 3-series customers to avoid tapping your stop-start system’s disable button.

View PhotosMARC URBANO, MICHAEL SIMARI, PATRICK M. HOEY

This BMW has already hauled fellow staffers all over Michigan and to Virginia, North Carolina, and Iowa destinations. It’s a competent and satisfying high-speed cruiser that uses its compact size to slip through the traffic mix without drawing attention, in spite of its tomato-red paint. So far, the engine’s willing thrust and the transmission’s wieldy flexibility have been a joy to exercise. The split-folding rear seat and the 17-cubic-foot trunk provide ample room for luggage, sports gear, and box-store booty. A loss of road feedback came with the F30’s switch from hydraulic to electric power-steering assist, but this car requires little minding to hold a dead-ahead path during long freeway stints. The ride is supple and the driver’s seat provides the comfort and support needed to rack up hundreds of miles between bladder breaks and refueling stops. Good outward visibility helps avoid the clutches of overly zealous law enforcers.

One pleasant surprise is that the 27 mpg we’ve experienced during the first 6000 or so miles is an exact match with what the window sticker predicts for combined gas mileage. Unfortunately, premium fuel is recommended to get the most out of the engine.

Color us satisfied so far with the latest version of BMW’s most endearing model. The 328i’s combination of comfort, efficiency, long-haul prowess, and driving fun has kept it in high demand. At the present rate of travel—typically 1000 miles a week—the powertrain and the tires barely cool down between users. To date, the smiles-to-annoyances ratio has been strongly positive, suggesting that the 3-series will remain among our favorite compact sports sedans.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $50,120 (base price: $35,795)

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement: 122 cu in, 1997 cc
Power: 240 hp @ 5000 rpm
Torque: 255 lb-ft @ 1250 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 110.6 in
Length: 182.5 in
Width: 71.3 in Height: 56.3 in
Curb weight: 3434 lb

PERFORMANCE: NEW
Zero to 60 mph: 5.6 sec
Zero to 100 mph: 14.3 sec
Zero to 130 mph: 26.7 sec
Rolling start, 5-60 mph: 6.8 sec
Top gear, 30-50 mph: 9.9 sec
Top gear, 50-70 mph: 7.6 sec
Standing ¼-mile: 14.3 sec @ 100 mph
Top speed (governor limited): 155 mph
Braking, 70-0 mph: 172 ft
Roadholding, 300-ft-dia skidpad: 0.88 g

PERFORMANCE: 40,000 MILES
Zero to 60 mph: 5.6 sec
Zero to 100 mph: 14.2 sec
Zero to 130 mph: 26.6 sec
Rolling start, 5-60 mph: 6.7 sec
Top gear, 30-50 mph: 9.9 sec
Top gear, 50-70 mph: 7.6 sec
Standing ¼-mile: 14.2 sec @ 100 mph
Top speed (governor limited): 153 mph
Braking, 70-0 mph: 165 ft
Roadholding, 300-ft-dia skidpad: 0.88 g

FUEL ECONOMY:
EPA city/highway driving: 23/34 mpg
C/D observed: 27 mpg
Unscheduled oil additions: 0 qt

WARRANTY:
4 years/50,000 miles limited coverage;
12 years/unlimited miles corrosion protection;
4 years/unlimited miles roadside assistance;
4 years/50,000 miles free routine maintenance

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