Review - 2012 Ford Focus SEL

2012 Ford Focus SEL

Americans are a whiny bunch.

While Europe basked in the glow of sporty, upscale and beautifully created Ford sheet metal, we in the good ol' United States of 'Murrkha have had to soldier on with Ford cars that were, in a word, uninspiring. After the design breakthrough that was the 2000 Ford Focus, a car that practically transformed the compact car segment at the time with fresh design, great ride/handling characteristics and a subtle upscale flair, Ford pretty much did what Detroit has been accused of doing: let its products languish with no significant freshening or redesign that captured consumers' attention. To make matters worse, Europe had a brand new Focus in 2005 that spawned numerous performance models (ST, RS) while Americans had to deal with a facelifted version of the first generation Focus that lost the eye-catching 5 door hatch but gained a very frumpy looking 2 door coupe (losing the well regarded SVT version in the process). The Europeans laughed yet again.

Cry no more Americans.

Ford (or rather its new CEO, Alan Mullaly) has heard your cries and pledged that American and European models would now be aligned in both development and production under the 'One Ford' mantel. This basically means that the same Ford cars that Europeans get will be the same models shipped over for us here in the States, with minor alterations for safety and emissions purposes. The first product of this philosophy was the sub-compact Fiesta, which featured Ford's distinctive 'Kinetic' design language. A series of trapezoidal shapes with flowing curves and dimensions, gives the little Fiesta an upscale look and inside, Ford has jacked up the quality as much as can be had in a $15k car. The next round in Ford's salvo was the Focus and is the subject of today's test.

The compact segment is a fiercely fought battleground between manufacturers. The Asians (particularly Honda and Toyota) have long ruled this part of the market with cars that were rock solid in quality and reliability while American counterparts did little more than provide a presence, if not competition. The recent spike in gas prices have literally forced manufacturers to react with products that provide every bit the efficiency and features that suddenly cash-strapped customers want in their vehicles. Downsizing is the new trend and Ford has capitalized on this by introducing a Focus that blows the previous (American) model out of the water in terms of styling, features, handling and quality.

 

The 'Kinetic' design theme of the Focus is instant at first glance. While the front end may come off as a bit busy with the plastic 'fangs' that bisect the large trapezoidal grill, the rest of the design is quite pleasing and sporty. Here, the 5 door hatch is the more dynamic looking of the two available body styles, the sedan being the frumpier, basic version (no wonder the new ST model is based on the hatchback). This particular SEL model comes with attractive 16" wheels, fog lamps and a hatch mounted read spoiler for a further sporting appearance. Inside, Ford has upped its game with a design that is at once futuristic and refined in appearance. The steering comes readily to hand with tilt, telescopic capability and the seats, while not powered, are easy to adjust for a comfortable position. The driver's is faced with gauges that feature the principal tachometer and speedometer with an information screen in between both that is customizable via a 4 way controller on the left side of the steering wheel. Various aspects of the car can be called up, such as fuel economy, engine diagnostics, trip information as well as navigation prompts (when equipped as such) and audio information.

Driver's Instrument Panel

Bluetooth (both phone and streaming audio) comes with the SEL package as well as Ford's SYNC voice control and a 6 speaker sound system. Inputs for Auxiliary and USB are provided in the center storage behind twin cupholders. The interior materials are first rate for the class, although some of the harder plastic did make its presence known in areas where hands aren't likely to go. All in all, the cabin was quite airy and spacious, the seats were comfortable and there was good rear seat leg room, so long as the front occupants aren't taller than 6 ft. The rear seats do fold down to expand the rear cargo area and, this being hatch, is cavernous. The center console also has a small touchscreen LCD allows control of the sound system and provide other information such as temperature and time.

Center dashboard

All Focuses (Foci?), save for the sporty ST, are equipped with a naturally aspirated 2.0L Ti-VCT direct injected inline four cylinder, rated at 160hp and 146lb-ft of torque. Power can be routed through either a 6 speed manual or, in this case, Ford's new Powershift 6 speed, dual clutch automatic transmission to the front wheels. The suspension consists of McPherson struts up front and a multi-link 'Control Blade' setup at the rear, an evolution of the system that made the original focus such a hoot to drive.

2.0L Ti-VCT direct injected inline four cylinder engine

Out on the road, the Focus revealed why it is often a best seller in its category. The ride/handling balance was BMW-like in that around town, the suspension did its best to soak up any surface irregularities while the dampers quelled body roll in turns. Some impact harshness did make its way through but rarely was the chassis overly upset that occupants were jostled around. Through an empty stretch of road, the 2.0L motor provided adequate acceleration while the electric power assist steering (EPAS) gave decent heft and adequate feel to the driver. Despite not having the handling package of upper Titanium models (18" wheels, stiffer and subtly lower suspension), the SEL proved to be very playful and eager when the driver gets on it. Out on the highway, the Focus is a great long distance cruiser, the seats being supportive and the steering tracking dead straight with little need to correction. The Focus is an excellent package and a sterling value when equipped with the SEL package, marred only by one thing which, to be fair, most of the public may not notice: the transmission.

Powershift 6 speed dual clutch transmission

Ford's Powershift dual dry-clutch six speed transmission is an attempt to add sophistication to the driving experience while enhancing fuel economy. It's hard not to compare the driving experience to Volkswagen's brilliant DSG but it's German counterpart does a phenomenally better job at swapping cogs in both manual and auto mode. The Focus transmission suffers from too much lurching and hesitation, whether in auto or manual modes and can often be caught flat-footed when negotiating a corner and a downshift is requested to power out. To Ford's credit, numerous software reprogramming was done as a running refit to all Focus vehicles and they've responded well to quelling the transmission's inadequacies but it still has a long way to go to match VW's DSG. I also found the rocker switch on the upper neck of the gear lever to be quite odd. Why not just add paddles on the steering wheel? Or just have a dedicated notch for the transmission stalk to slip into for the driver to do manual shifting? Like I said, most of the driving public may not notice this but around town, this was a constant nuisance to me. Slipping into Sport did wake up the transmission by holding gears longer and improving shift times a bit but it does hurt fuel economy. Naturally, the transmission is tuned to reach for the highest gear whenever possible and with EPA ratings of 26 city/37 highway, it's hard to fault the results. But trying to up the tempo when it was time to play was frustrating. Over the time I had access to the Focus, I got so used to leaving it in Sport that when it was time to do a highway run, I noticed the engine buzzing away at over 3000 rpm at 80mph and wondered if something broke. It was only after my eyes glanced down at the instrument panel that I realized the transmission was left in Sport. Shifting it back to Drive quelled the noise noticeably and settled the car down. Out on the open highway, the Focus proves to be an able long distance cruiser, providing a ride that is noticeably firmer than a Corolla or Elantra but not overly harsh. That's a European ride for ya.

The other notable talking point in the Focus, ironically, involves SYNC. The voice control system works well enough that most commands are accepted but say a wrong command and the nice lady in the dashboard will give you a lecture in how to speak properly. And she will not. Shut. Up. That said, it's refreshing to have hard buttons and knobs to play with such that you don't really need to interact with her (having a front passenger to aid with adjusting climate control and radio tuning helped immensely here). To be fair, SYNC is supposed to help the driver keep his eyes on the road and it does that job well enough for simple commands like radio tuning or Bluetooth calls. When you ask nicely that is.

For 2013, the SEL trim is no longer offered, having been replaced by either optioning the base SE or going for the fully loaded Titanium model. However, the SEL makes a great buy on the used car market with an excellent equipment package. From a base hatchback 2013 Focus that goes for $19200, the SE can be optioned similarly to around $22000 (including destination). In general the Ford Focus is a solid, excellent package and a breath of fresh air for the segment. It rivals the Mazda3 in the fun-to-drive factor while giving the Volkswagen Golf, Toyota Corolla and Chevy Cruze a run for their money in terms of quality and practicality.

Rejoice America, rejoice.

Review - 2012 Lexus CT200h

2012 Lexus CT200h

Can a hybrid really be fun to drive?

That was one of many questions I sought to answer when presented with this 2012 Lexus CT200h. It takes over from the Lexus IS250 by establishing Lexus' beach-head in the newly formed compact luxury segment, competing against other notables like the Audi A3, BMW 1 Series and Acura ILX (as well as the upcoming Mercedes A Class). Where Lexus' other entry hybrid, the HS250h was a sales flop, the CT200h remixes the formula by using the sporty hatchback form while injecting a very serious dose of suspension tuning. Is this enough to take the fight to its competitors?

Based loosely on the MC platform that forms the basis for such Toyota models as the Scion tC, Corolla and the aforementioned HS250h, the CT goes for a more upscale and dynamic look. It bears a passing resemblance in profile to a Mazda3 (which is no faint praise, the 3 being one of the sportier offerings in its class). The front end is aggressively styled and the headlights feature LED accents on the lower area that give the car a suitably wide and sporty stance when looking head on. The front overhang is long (befitting the FWD platform) but the rear overhang is short, giving the CT good proportions. Seventeen inch alloys fill the wheel wells nicely and the rear end completes the styling element with a subtle spoiler off the end of the hatchback. The design breaks no new ground, but looks surprisingly premium and whole once you stand back to admire it.

Inside, the CT200h features high quality NuLuxe (environmentally friendly) leather seating front and back with great, high end materials and tight fitting seams everywhere, befitting for a Lexus product. The bamboo wood trimmed accents look the part and weren't flimsy to the touch. It should be noted that, in a nod to the environment, Lexus has built the CT200h to be 90% recyclable. In lieu of a navigation system on base models, Lexus provides an odd "device holder" on the center console, presumably to hold a phone/storage device or an aftermarket navigation system. It looks like an afterthought, but otherwise the cabin exuded that excellent Lexus quality. Controls for the sound system were logically laid out and easy to use, including those for the climate control (that device holder did get in the way a few times however). The adjustable heated front seats offered good support, leg room was great and I got the feeling of being enclosed in a cockpit, the low seating position adding to the environment. The rear seat room is tight for anyone above say 5'10" (test: I placed the front seat in my comfortable position and sat "behind myself" in the rear...yup, pretty tight) and I wouldn't want to be stuck back there for extended drives, let alone with two other people. Cargo room is also decent and would be larger were it not for the battery cells that make up the hybrid system lurking just behind and below the rear seats.

The motivation: Lexus Hybrid Drive.

Electronic shifter, stereo controls, push button parking brake and Lexus Drive Move Selector.

 
For those not in the know, a short explanation regarding the CT200h's powertrain. Essentially an identical twin of the Toyota Prius, the CT200h's hybrid system is a power split variant consisting of a conventional 1.8L four cylinder gasoline engine tuned to run on the Atkinson's cycle (leaner burning) which produces 98hp and 105 lb-ft of torque, an 80hp/151 lb-ft electric motor paired with the gas engine via a planetary gearset and a 27kW/36hp Ni-MH battery pack consisting of 168 cells. Combined, the powertrain puts out 134hp. A drive-by-wire computer controls the system and allows the CT200h to run in either EV (full electric) mode, power mode where both the electric and gas motors provide power or direct gas drive where the gas motor provides the sole motivation. Power is routed to the front wheels via a continuously variable transmission (CVT). The battery pack recharges itself by use of regenerative braking which captures the kinetic energy usually lost in heat and directs it to the batteries. The gas motor also assists in this function if the batteries get too depleted. A configurable display on the driver gauge cluster shows the system components in real time and shows the driver various functions such as battery state of charge, where propulsion is coming from: gas, battery or both. The electronic transmission also offers a 'B' mode for aggressive regenerative braking for downhill maneuvers.

Display showing both battery and gas motor are combining to provide power.

Display changes to show battery is sole power source to wheels.

 

Display showing regenerative braking at work, charging the battery pack

The CT200h is billed as a sporty* car to drive (notice the asterisk?). The Lexus Drive Mode Select system offers three different modes via a rotary knob in the middle of the center console: Eco, Normal and Sport. Each affects all the driving bits of the CT, from the suspension's sophisticated lateral dampers, to the steering and the drivetrain. Eco mode is obviously the more conservative of the three. Here, throttle engagement is lethargic, the steering goes fingertip light and the powertrain's start/stop function engages, shutting of the engine at traffic lights when the car comes to a complete stop. Unlike earlier start/stop systems, the CT200h was barely noticeable: an extremely faint pulsing felt through the seats whenever the engine fired up after accelerating away from a stop. A display in the driver's gauge cluster shows once Eco mode is selected and allows the driver to see how efficiently (or inefficiently) your driving is. Treat it like a game and it becomes quite enjoyable to eke out the best mileage possible, at the expense of everyone else behind you of course. The CT200h is also capable of being locked in EV mode by a button next to the Drive Mode Select knob and allows electric-only propulsion for a mile at speeds of up to 28mph, at which point the gas engine comes alive to assist. Pretend there's an egg between your foot and the gas pedal and you get why I'd recommend only using this function in parking lots or garages as it is pretty much useless on public roads. I tried it a few times around the livelier parts of my neighborhood and not once could I avoid being honked or beeped at by angry drivers behind me.You've been warned.

Lexus Drive Mode Selector

If Eco mode is way too agonizing, Sport mode livens things up a bit. Selecting this mode changes the Eco display to a red accented rev counter, steering effort increases and both electric and gas motors combine to give the driver full power. It would be nice if Lexus had programmed "shift points" in the CVT's operation to make its constant buzzing in this mode easier to live with. It would also be nice if I had some shift paddles to work with but this is pretty much nitpicking. With the combined 134hp at my disposal, acceleration was just a bit less tepid and, by my butt-o-meter, just a few ticks over 9 seconds was needed to reach 60 mph. Not a screamer in terms of acceleration in any sense but once speed is achieved, the fun begins in maintaining the momentum. Around town, the CT200h was quite comfortable, soaking up bumps and provided a somewhat firm but compliant ride. Understand though, the CT200h isn't a driver's car and isn't meant to be driven at more than say, six tenths as the limits are low and easily reached. Besides, the various active stability control systems won't let you anywhere near them anyway. That said, it is way more engaging to drive than the dowdy Prius.

Driver gauge cluster: note Eco Mode is currently selected by gauge on the left.

Left gauge changes to red accented rev counter when Sport mode is selected.

On my testing loop, the CT200h responded in a more dynamic fashion than the Prius (or even the HS250h) could ever hope to do. Credit the sophisticated independent rear suspension bits and the lateral dampers. Stability was excellent and the sophisticated dampers did their thing, stifling body roll and keeping the car composed. Don't be fooled into thinking these 17 inch tires are grippy: they're of the hard, low rolling resistance type and as a result they squeal earlier than normal tires. Still, hustling the CT at a decent clip was okay and preserving speed around the course was not an overly bad exercise. Steering was responsive if vague off center and provided little information about the level of grip available. Braking action was also quite good, though at low speeds their regenerative nature was odd, feeling less progressive and more "on/off" in nature. Give this car a proper engine and a manual transmission and it would be a great little road carver as the suspension is that good. However, one must remember the CT200h's mission in life and as such, in the end any sporting notions ultimately take a back seat to efficiency.

My tester was a base model that starts at $29,120 (excluding destination) and came well equipped with such standard features as leather interior, sunroof, dual zone climate control, AUX/USB inputs for the powerful 6 speaker stereo system, satellite radio, Bluetooth and two 120v power outlets. The CT200h also comes comprehensively equipped with outstanding safety features like traction and stability control, electronic brake force distribution and a full compliment of front, side, rear and knee airbags throughout the interior. The Premium model begins at $31,170 and features a more powerful 10 speaker sound system and an optional navigation system which includes NavTraffic and NavWeather functions and the Lexus EnForm multimedia system. An F Sport package can also be added that includes different style 17 inch wheels, a more aggressive front fascia and sportier finishes for the interior. Fully loaded, CT200h can easily approach the $40k mark.

So back to the question: can a hybrid really be fun to drive? If you're the sort of person that enjoys hugging trees, making your own fuel and singing "kumbaya" lullabies to your kids then you'll be much more satisfied with a Prius. If however, you want a car that is more luxurious, less dorky than the Prius and a bit more engaging to drive while still giving a nod to Greenpeace at an affordable, entry lux price then Lexus may have the car for you in the CT200h. In efficiency, it easily trumps its competitors with EPA ratings of 43 mpg in the city, while matching the next best Audi A3 TDi's 40 mpg highway rating. At a combined rating of 42 mpg, the CT200h is quite literally tops in efficiency and comes close to matching the A3 dynamically, if not in outright speed. Does the CT200h live up to the sporty intent that Lexus designed it for? Not chance. The CT200h is a compromise. There's nothing sporty about a CVT (c'mon, no shift paddles?), the brakes, while effective are touchy, the electric steering has no feel and is arcade-like in its actions and I can imagine some scary moments passing slower traffic on a two lane road when flooring the throttle and getting more engine noise rather than increased speed. That said, around town the CT200h is comfortable, efficient and Lexus-luxurious. For an entry level luxury car, it effectively handles its duties. But drivers wishing for a real sporty hybrid will have to look elsewhere.

Special thanks to the Penagos Foundation for providing the tester. You rock!

Short Test - 2012 Fisker Karma

David Mullings contributes this week with a short test of the new 2012 Fisker Karma luxury plug-in hybrid.

On Monday, June 4 I went to the Land Rover Orlando dealership that also sells the Fisker Karma to take a test drive. It came about because of a business deal I am looking at and I had filled out a form on the Fisker USA website for more info. Fisker called me to find out if the Orlando dealership had called to arrange the test drive and things were set in motion. I definitely appreciated that kind of service.

My wife and 4-month old, Luke, came with me to see the car as she had never seen one in person. The dealership was detailed in explaining the car to us; 50 miles on electric and then the gas engine would kick in. The color I really wanted to see was not there, Laguna, and after a call, it was explained that the color was never made. Really Fisker? The pictures are all over the web for promo! Anyway, I asked for the color code so if I did get one I would paint it over and have the only Laguna Fisker Karma in the world (I know that hurts resale value but I'm not buying the car because of resale value).

The various interior choices were shown and all except the tri-tone glacier suede wasn't there, the one I really wanted to see. The trunk space was surprisingly big enough for golf clubs or two carry on suitcases which is perfect for me since I only travel with a carry-on and am getting into golf. It was awkward at first to see two "gas" covers", one on either side. Of course one was covering the charging connection.

Sitting inside the car felt futuristic. The diamond device where the shifter would be was interesting and it looked like things would light up when the car turned on. My wife sat comfortably behind the drivers seat with me in it and she pointed out that a car seat would fit very well in the back as well. The battery runs down the middle of the car creating a natural barrier between the left and right seats in front and back. It actually felt nice, especially in the back. I however could not sit behind the drivers seat when I left it in my most comfortable position.

Then it was time to drive.

They brought out a red Karma for me with the tri-tone eco-leather interior. The wood trim was from reclaimed wood from the bottom of Lake Michigan. They take this green stuff seriously. Having driven a Nissan Leaf, I knew to expect almost no sound when the car started but the lights around the diamond were a nice touch. The leather steering wheel felt great and the view out over the bonnet was perfect for judging the length of the car. The ride was extremely smooth and cornering proved that the suspension was up to standard for a vehicle in this price range (I've driven a Gallardo and Z06 in the past). Acceleration is claimed at around 6 seconds for 0-60mph and the feeling of all torque at once can never get old. It was a blast to floor the pedal each chance I got no matter what speed I was doing.

The coolest part was the sound that Fisker engineered for the car to make when you accelerate and decelerate. Definitely sci-fi and right up my alley. All in all the car got a ton of stares, it felt well-built, the interior was luxurious, it was easy to shift between electric and gas mode with a simple click of the paddle and get more power on tap.

Is it for everyone? Few cars that cost $110,000 are for everyone. An electric/gas hybrid? Definitely not but it does have the advantage over the Tesla Roadster that it can go much further if you run out of juice. I live two blocks from my office and 10 minutes from Downtown Orlando so I am confident that a 50-mile electric range will be fine on a daily basis for me and guess what...if I want to drive to Miami for a party on South Beach then I can.

Am I sold? Yes. If I do get one then expect a monthly update right here and long-term driving impressions.

Quick Spin - 2012 BMW 328i

2012 BMW 328i Modern Line

The King of compact sports sedans is back.

The BMW 3 Series, arguably the most sporting of luxury sedans, has carried the torch as "The Ultimate Driving Machine" for the company since the 2002 model of the 1970s. Known for its compact size, yet playful nature, this model evolved into what we now call the 3 Series. With each generation, the 3 has gotten bigger, more powerful and more technologically complex. As we know the car today, it has been an all six cylinder lineup. The turbine smoothness and sonorous snarl of the inline six cylinder has been a BMW calling card for the 3 Series, from base model all the way up the last generation of the fire-breathing M3. Today however, the economic and environmental climate has changed and so too have automakers' take on efficiency. In response to this new challenge for environmental awareness and increased efficiency, BMW has chucked the naturally aspirated 3.0 inline six from the base model of its new F30 3 Series and introduced a new turbocharged 2.0 four cylinder. Outgunning the old six in terms of power and efficiency, the new four chucks out 240hp and 260lb-ft of torque, improvements of 10hp and an astounding 35lb-ft of torque. As part of BMW's 'Efficient Dynamics' program, the 328i is equipped with a host of technologies to deliver not only outstanding performance, but outstanding fuel economy as well. Available transmissions include a 6 speed manual transmission and a new 8 speed automatic. Of course if you need your inline six fix, the up-level 335i aims to please. Equipped with the 300hp/300lb-ft of torque N55 turbocharged 3.0 inline six, that flows its power through either the 6 speed manual or a 6 speed automatic, you won't have a want for more speed and power (and for the crazies, the 414hp V8 M3 is always there though based on the now obsolete E90 chassis).

2012 BMW 328i Interior

In remaking its most important model, BMW decided against a drastic restyle (remember the Bangle era?) and instead focused on a subtle yet noticeable surfacing of the exterior. The old E90 model was a handsome car that has aged well but in order to be more distinctive, BMW applied a slightly bolder approach. The signature twin kidney grill is more pronounced and the headlights now flow into it, the other signature BMW look - the "angel eye" driving lights - have a squatter appearance with the headlight fixtures flowing further back into the fenders. The lower intake is now a full length piece that also incorporates the fog lights. The new 3, always panned for cramped rear accommodations, features a longer wheelbase and slightly wider tracks front and rear. This translates into better interior room for four with more legroom for rear seat occupants (3 rear passengers is still a squeeze but at least they won't riot as before). German cars have always been known for stark, cold interiors and BMW is probably the best known (or most infamous) for this. My tester was a Modern Line 328i decked out in sumptuous leather called "Dakota Oyster" with a nice "Fineline Pure" wood trim (seriously, who comes up with these names?). The seats felt good and offered great support and finding a good driving position was made easy by the full powered 8 way adjustable seat and tilt/telescoping (unpowered) leather steering wheel. The interior felt rich and nicely complimented the Mineral Grey Metallic paint of the exterior. The iDrive system (ridiculed for years by the journalist community for its too-complex operation) has been further revised and is now simpler to operate. Climate controls are now separate items and no longer do you need to dive into menus just to tune the radio or adjust the volume settings. It must be noted here that the old ordering system is no more. BMW now offers the new 3 Series in four distinct "lines": Base, Modern, Luxury and Sport. Base models allow for a bit more personalization of equipment and features, Modern comes with more features standard while Luxury comes with yet more features as well as exterior revisions (chromed kidney grill and lower fascia, different wheels) to distinguish them from lesser models. Sport Line models feature large 19" wheels with summer tires and altered suspension settings as well as a blacked out grill and fascia.














 On start up, one expects to hear the whine and steady, smooth idle of an inline six under the long aluminum hood. Surprising then that, even with the knowledge of an inline four present, that the idle would shock me as it did. The turbocharged 2.0 four comes with direct injection and its clatter, although quiet was almost diesel-like, the *tick-tick* of the direct fuel injectors working away at the cylinders.  The 328i always starts up in Economy mode along with Auto Start/Stop engaged. This system is controlled by the 328i's electronic brain and, after learning the driver's habits, shuts down the engine to conserve fuel at appropriate times when the car comes to a complete stop. Once the brake pedal is released, the engine fires back up allowing the driver to continue on his way. The 8 speed auto also receives a remap of its shift points and, once underway, will quickly shoot for top gear. In order to encourage efficient driving, a display in the instrument panel tracks in real time how economical your driving is and will actively coach you, even by applying opposite pressure on the gas pedal to ensure smooth slow take offs from a stop. The start/stop feature was unnerving at first and was hardly subtle in its operation but one gets used to the sensation of the engine firing up and shutting off after a while. The computer is smart enough to know when the car is in heavy traffic and will not shut off the engine unless the car is stopped for periods longer than 5-10 seconds. Or you can completely shut the feature off by pressing a button if it annoys you. I certainly did. Fuel economy ratings for the 328i are 24 city/32 highway (revised by the EPA from previous numbers of 24 city/36 highway).

2012 BMW 328i Modern Line's 8" Central Screen

Driving through the Coral Springs area, the car rode comfortably and absorbed bumps that would have otherwise been felt in the old car. BMW has pretty much perfected the ride/handling balance of its cars but tribute should also be given to the new electronic dampers fitted to 328i. In Comfort mode, the ride was almost limo smooth but not floaty, the new electric power steering was quick but almost devoid of feel and communication, quite unlike the last car's hydraulic steering which was chatty by comparison. The 8 speed slurred through its ratios but was still quick to downshift a few gears when prodded. The turbo four is tuned for almost zero lag and delivers its torque across a broad RPM range and as such, passing maneuvers were effortless. At a traffic light, I switched to Sport mode and the change in the 328i's character was, in a word, noticeable. I could feel the electronically adjustable dampers stiffen, the engine's note change to a more aggressive idle while the computer remapped the transmission's shift points. The change was also noted on the 328i's 8 inch central screen by showing the damper setting and tune of the engine. It was as if the whole car went into attack mode, ready to pounce on the Audi A4 driver that was in front. The light went green and a stab of the throttle was met by instant thrust. Where the old car necessitated revving the engine to get power (a joy in itself), the new turbo four doesn't require it, exhibiting right-this-second torque delivery. Through a turn, the 328i exhibited almost no roll and remained flat as I negotiated a series of quick left to right lane changes to get around slower traffic. This car is remarkably quick off the line and the A4 that was in front a few seconds ago? A red blip in my rear view mirror. Sensing the aggressive driving (don't try this at home kids!) the 8 speed learned my style and properly held gears all the way to redline. Manual shifting produced quick enough shifts but leave the transmission in auto and it's intelligent enough to know which gears are sufficient for the task at hand.  A race track or autocross would've been the proper place to wring out the 328i but even here on public roads, it's good to know that despite the car's nod to comfort, BMW hasn't neutered its playfulness. Lightweight materials in its construction play a role here and is yet another effort to increase the car's efficiency. Fitted as it was with the equipment onboard, the 328i weighs barely more than its predecessor. An aluminum hood and trunk lid, aluminum intensive suspension components and ultra high strength steel construction all contribute to the 328i's minimal weight gain. The engine itself, which is some 50lbs lighter than the heavier inline six it replaces, also serves to lighten the weight over the front wheels, increasing the car's quick turn-in behavior.

328i Modern Line's 18" wheels

Throughout the drive I faced a bit of a conundrum: I was actually having more fun here than I anticipated. Not once did I yearn for the excessive power of the 335i's 300hp/300lb-ft of torque, turbocharged 3.0 inline six. Having driven the old 328i, the old naturally aspirated inline six sounded sweet throughout the RPM range (in fact, it relishes revving right up to the fuel cutoff point), but I always felt that it needed more power. With the new model, you lose the turbine-like quality of the six but gain such an impressive amount of torque with almost no lag that the tradeoff is very reasonable. Besides, unlike the old six that made power right up to redline, the four is pretty much out of breath by 6000 RPM, though it does emit a pleasant bark from its twin tailpipes, not the sound one expects from a BMW but sporting and aggressive all the same. In fact, I would imagine that the heavier engined 335i's transient responses might be slowed somewhat by the increase in weight over its front wheels. So good is the 328i's power and torque delivery that, equipped with the requisite M Sport package (larger wheels, stiffer suspension), this might be a better sports sedan than the more powerful 335i. Put both on a racetrack and, while the 335i will hold the straight line acceleration advantage, the 328i driver will always catch up in the turns. I'm even starting to suspect BMW has underrated the 328i's power rating.

With each generation of new car getting larger and more complex, it's good to see BMW holding the line with its new 3 Series. Yes the new 328i may be a bit larger than the car it replaces, but BMW has worked hard to preserve the spirit and playful nature that makes the 3 Series such an exciting car to drive. Sure the naturally aspirated inline six is gone from the lineup in a nod to increased fuel efficiency, but the smaller, more powerful turbocharged four more than makes up for that.

Now price isn't the only reason to go for the base model and you won't be disappointed.


Special thanks to Aaron Shapiro and the BMW team as well Vista BMW of Coconut Creek, FL for facilitating this test. BMW is a proud sponsor of the US Olympic Team and I was fortunate to meet Terese Terranova, a double gold medalist in the 1986-87 Paralympics in Seoul, Korea. Find more information about her numerous accomplishments here.