BMW E90: The next logical step?At the E90 3 Series official press launch, the burning question fixed in everyone's mind had nothing to do with how BMW would mechanically improve the most highly regarded sport sedan in its class-indeed, the very car that created the class. Instead, the big question was this: What, exactly, would this new 3 look like? Newly designed versions of the 5 and 7 Series platforms have left enthusiasts and the general media a bit gun-shy when it comes to accepting modern BMW design-or maybe pen-shy, whichever the case may be.
The truth is the design updates aren't nearly as radical as those found on the 5 or 7. I'd argue the E90 represents a calculated evolution from the charismatic, muscular and dare I say sexy persona of the outgoing E46. Its lines are stronger, the lateral creases a bit more severe, but overall the updated shape retains a classic 3 Series profile. In BMW's design-speak, it was penned as a four-door coupe. The hood creases, instead of interfacing with the kidney grilles as they did previously, now extend downward through the front bumper to form a shield-shaped nose element that's become more and more prevalent in European design (think Volkswagen, Audi and Alfa Romeo). It gives the front end a more robust and cohesive appearance, integrating the bumper with the grille and fenders in a way unrealized until now.
The interior layout is at once simpler and more elegant than either the E36 or E46. The cluttered, multipurpose center console has been smoothed over and incorporates only an armrest, handbrake and iDrive control. That's right, many functions will now be directed through the iDrive system. You either loved or hated it in the 5 and 7, but it's about time we concede it will also be an integral part of the new 3. At the very least, the system consolidates controls that can be accessed by driver or passenger. The center dash is still angled toward the driver, a classic 3 Series trait, though the effect is much more subtle than on previous generations and more obviously includes passenger access as an important consideration.
Design critiques will always be quite subjective and even the most eloquent prose will fail to sway opinions, so let's get off the subject and talk about driving. I had the chance to step into the two initial models: the diesel-powered 320d, which we won't get in the United States, and the new 330i. Motivation for the latter comes from an updated version of the long running 3.0-liter straight six. A combination of aluminum and magnesium alloys were strewn throughout the latest version to improve its power-to-weight ratio. Second generation VALVETRONIC is also employed for the first time on a BMW six cylinder, increasing throttle response, power and economy. Overall the engine develops 258 bhp at 6600 rpm (an additional 30 hp over the previous 330i) and maximum torque of 217 lb-ft from 2500 to 4000 rpm.
The rear suspension has been redesigned with a five-arm rear axle. The E90 uses the latest version of Dynamic Stability Control (DSC) to monitor vehicle traction, position and velocity and keep the proverbial shiny side up and your butt out of the proverbial jam. Originally developed to stabilize the vehicle in unstable conditions like over slippery surfaces, DSC is now an electronics centerpiece incorporating numerous subsystems including Automatic Stability (ASC), Traction Control (DTC) and Active Steering. Driving any car at its limit is a delicate exercise in putting said vehicle out of shape and then carefully reeling it back in, and so on and so on. Normal people can think of DSC as a racecar-driving guardian angel on your shoulder. Driving purists will no doubt find its functions intrusive, but for everyone else DSC is a boon that makes fundamentally bad drivers a bit safer and, as a general rule, makes the car that much easier to control even outside normal driving conditions.
The actual driving experience is the most refined to date, but the E90 still maintains an intimate, communicative relationship with the road. Palpable feedback and razor sharp response are both part of the equation. Power delivery is several notches above adequate, heartening considering this is a base model. On the track, DSC kept the car fully planted and balanced. With DSC switched off the E90 was only marginally less forgiving. Velocity and weight transfer were never difficult to gauge, and getting sideways wasn't necessarily a hard thing. Bringing it back in line required minimal effort. I concluded you have to be a damn terrible driver-or maybe just an idiot-to put this car irretrievably out of sorts.
It's true successive generations of the 3 Series have become larger, heavier and more complex, but this is true of virtually any car. It is physically the largest 3 yet (2 inches longer and 3 inches wider than the E46), but the difference in weight is negligible-actually, it's virtually the same. The E90 is also the most luxurious version yet, and no doubt this will grate against longtime 3 Series enthusiasts. But 90% of the driving public aren't enthusiasts. Despite the reality that the 3 Series was first established as a driver's car, BMW can't ignore the facts-and the fact is this car is its core offering. No one in the market for a new car wants a rehashed '80s or early-'90s car complete with a cheap plastic interior and devoid of modern technology and comforts. If you're the odd one out, buy a used E30. I think many will go the other direction.-Karl Funke
Recommended Reading"The Original" The BMW 3 Series: Concept, Technology, Design, by Hans-Hermann Braess, BMW Mobile Tradition, BMW part number 01 09 0 027 482 (English); 01 09 0 027 481 (German)
BMW 3 Series Enthusiast Companion, by Jeremy Walton, Bentley Publishers
BMW Buyer's Guide, MBI Publishing Company