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Would we enjoy spending a year (and then some) evaluating the ongoing performance and reliability of one of our all-time favorite sport sedans? Does Lindsay Lohan know how to mug for the camera?

It was a fine day for all when, in December 2005, we took delivery of a Mystic Blue Metallic BMW 330i. Freshly redesigned for the 2006 model year, the new "E90" 3 Series had a tough act to follow, the 1998-2005 "E46" version having won the unrestrained praises of this staff and the hearts and wallets of driving enthusiasts around the globe (in 2002, the model's best year, BMW sold more than 560,000 E46s worldwide). We felt it our civic duty to determine if the new edition was in fact "latest and greatest."

For 2006 BMW offered toys previously unseen on the 3-among them, Active Steering and iDrive. With plenty of experience driving various BMWs equipped with both, we wanted neither. And so our 3 Series arrived "pristine": potent 3.0-liter six, six-speed manual transmission, conventional steering (given it's by BMW, that's hardly a shortcoming), standard audio and climate buttons. We also tacked on a sport suspension with beefy 18-inch Bridgestones plus a few creature comforts, boosting the $37,295 base price to a grand total of $43,165.The 2006 3 Series was the latest BMW to receive a Chris Bangle makeover, and most of us had thumbs-up for his work. "Incredibly attractive sheetmetal that exudes class and style," wrote one staffer, summing up the majority opinion. Not everybody was convinced, though. "I miss the old one," wrote another editor.

We stood united in gushing over the 3's sublime steering and handling poise. Look up the word "fluidity" in the dictionary, and you'll find a picture of the 330i. The wheel-a wonderfully meaty three-spoke design-responds to your hands like a...well, like a precision German instrument, which it most certainly is. The ride tends toward the hard side, but not uncomfortably so. And it's all but impossible to upset the chassis-come pothole or tar strip, the 330i keeps its feet planted. There's real magic inside those wheelwells.

The 255-horsepower inline-six held up BMW's long-standing reputation for syrup-smooth power delivery, but most of us wanted more. These days, a 0-to-60-mph sprint of 6.2 seconds is barely adequate for a premium sporting sedan (a shortcoming BMW has since addressed with the turbo-pumped 335i). The competition has closed in, and though our 330i had the silk, it lacked the sizzle.

Without iDrive, the 330i cabin proved a generally fine partner for the business of driving. If you're not too big or too tall, the optional sport seats are outstanding, proffering plenty of lateral support and a well-contoured foundation for long-haul comfort. If your physique spills over those narrow bolsters, though, you'll probably hate the chairs. The 330i is no Buick. In fact, BMW seems almost determined to show a purposeful face in the 330i cabin. Though the finishes are high-quality and the controls generally well-placed, when you remind yourself that you're in a $43,000 automobile, the cockpit can start to look awfully stark and severe.

As for details...even if you're quick with the manual-transmission pedals, BMW's Start-Off Assist is better-on steep inclines, it holds the car in place while your foot is switching from brake to throttle. No more rolling backward, no more sweaty pouncing onto gas and clutch to keep from slipping into the clutches of the tailgater behind. Less successful are the radio display-which you can't see wearing polarized sunglasses and almost disappears with any sunglasses at all-and the smallish switches and dials. And forget about the dash-mounted cupholders: Though the slide-out design is cool, they're too shallow to securely hold even a bottle of water, much less a Big Gulp. Yep, the 330i is no Buick.

Naturally, we drove the beejeepers out of our Bimmer every chance we got-that sweet chassis/shifter/engine combo is just too compelling not to revel in. And after more than a year, doing so answered convincingly our biggest question about 3 Series ownership: How do they hold up? If our test car was any indication, the answer is "beautifully, thank you." Total problems that cropped up during our 330i's stay with us: zero. Total maintenance costs: zero (remember, BMW remains the only automaker to pay for routine maintenance under warranty; in our car's 20,000-mile tenure that consisted of a simple injection of fresh synthetic oil). Zero dollars seems an awfully small price to pay for upkeep on a sedan that so bountifully delivers such behind-the-wheel bliss.

By now our 330i is gone, no doubt snapped up by some lucky "pre-owned" customer. We feel its absence, but in its wake now lies an even greater appreciation for one of our all-time favorite cars, the propeller-badged 3.

our carBase Price$37,295 OptionsPremium Package ($2200: leather upholstery, Bluetooth, BMW Assist, power lumbar support), Sport Package ($1600: 18-inch alloy wheels, sports suspension, sport steering wheel and seats), Cold Weather Package ($1000: heated front seats, headlamp washers, ski bag), satellite radio ($595), Mystic Blue Metallic paint ($475)MSRP, as tested$43,165 Problem areasNoneMaintenance cost$0 (mfr provided)Normal-wear cost$0 (mfr provided)3-year residual value$21,151 RecallsNoneAutomotive Lease Guide data

From the Logbook

This is easily my favorite of the long-term vehicles and always a joy to hop into after a long day of work. Going to be hard to say goodbye. The dialed-in steering, the nicely matched shifter and clutch, the rip and snarl of the exhaust, the linear pull of the inline-six, and, of course, the attractive sheetmetal exude class and style better than any of its competitors. Climate-control nitpick: There isn't any way to adjust both driver and passenger temps using only one knob. Most of the competition offers this option. Brian Vance

Lower gear ratios would make it peppier. More exhaust note, please? A lot of folks complain about the fob not being of the SmartKey variety, but it's still nicer than a twist 'em key. Styling aside, this is still the leader in the class in terms of overall sophistication, and my does it handle. Matt Stone

Superb steering and chassis response-does any sedan do it better? Can't stand the "automatic" turn signals, though. Usually you push too hard and have to cancel them out-and then unintentionally start signaling the other way. Arthur St. Antoine

Out of everything, I like its styling most of all. You're getting a car that means business-and it makes you look cool and sexy at the same time. Just wish the radio controls were bigger. James Dryden

2006 BMW 330iPOWERTRAIN/CHASSISDrivetrain layoutFront engine, RWDEngine typeI-6 alloy block/alum headValvetrainDOHC, 4 valves/cylDisplacement182.8 cu in/2996ccCompression ratio10.7:1Power (SAE net)255 hp @ 6600 rpmTorque (SAE net)220 lb-ft @ 2750 rpmRedline7000 rpmWeight to Power13.4 lb/hpTransmission6-speed manualAxle/final ratios3.15:1/2.68:1Suspension, front; rearStruts, coil springs, anti-roll bar; multilink, coil springs, anti-roll barSteering ratio16.0:1Turns lock-to-lock3Brakes, f;r13.0-in vented disc; 13.2-in vented disc, ABSWheels8.0 x 18 in; 8.5 x 18 in cast aluminumTires225/40ZR18 88W; 255/35ZR18 90W Bridgestone Potenza RE050ADIMENSIONSWheelbase108.7 inTrack, f;r59.1/59.6 inLength x width x height178.2 x 71.5 x 55.9 inTurning circle36.1 ftCurb weight3425 lbWeight dist, f/r50/50%Seating capacity5Headroom, f/r37.4/37.1 inLegroom, f/r41.5/34.6 inShoulder room, f/r55.4/55.1 inCargo volume12.0 cu ftTEST DATAAcceleration to mph0-302.2 sec0-403.50-504.80-606.20-708.40-8010.70-9013.1Quarter mile14.8 sec @ 95.1 mphBraking, 60-0 mph112 ftLateral acceleration0.88 g (avg)MT Figure Eight26.5 sec @ 0.67 g (avg)Top gear revs @ 60 mph2200 rpmCONSUMER INFOStability/traction controlYes/yesAirbagsDual front, front side, f/r curtainBasic warranty4 yrs/50,000 milesPowertrain warranty4 yrs/50,000 milesRoadside assistance4 yrs/50,000 milesFuel capacity15.9 galEPA city/hwy econ20/30 mpgMT fuel economy19.9 mpgCO2 emissions0.82 lb/mileRecommended fuelPremium unleaded