UPDATED w/pics: Noticed the oil temp on the 335i runs HOT
 

Finally had a chance to test drive the 335i at Crevier BMW today as our E46 M3 had it's emission software reprogrammed as per BMW's recall.

First thing I noticed was how hot I could get the oil temp on the 335i. The E46 M3 also has oil temp guage and usually I run just hair below 210F or right on 210F. On the 335i, after driving it for a 5-10 minutes in a "sprited" fashion, the oil temp was already 260F!!

There is a little turbo lag at 1500 rpm, but once get past 2000 rpm, it is pure torque and fast revving as well.

The sports suspension on the 335i coupe appeared to be more "firmer" than the E90 330i sedan with sports package. The front of the 335i seemed to be heavier and seemed to "push", but with all that power and torque and you can definitely steer with the throttle. One thing I missed on the 335i that the E46 M3 has is the variable locking diff that the M3/M5/M6 has. The 335i with all that torque should have that M variable locking diff!!!

The ride on the 335i is less harsh than the M3 but still with great roll control and well dampened ride.

However, the E46 M3 with it's 6 butterfly throttle still has a more quicker & raw throttle response vs the 335i.'

The E92 coupe interior appears to have a little more width but other than that, it did not appear to much larger than the E46 coupe. The difference in interior space between the old & new coupe was not as dramatic as the difference in space between the E46 sedan vs. the E90 sedan.

I am not crazy about the E92 bland/slab style side view. Some may say it is a "cleaner" design, but it also appears boring. Unfortunately, Japanese cars have copied BMWs and appears that new E92 coupe looks more Japanese than German. Not crazy about the interior dash material....First of all, the 335i coupe did not have NAV nor iDrive (not a big deal either way for me), but the non-NAV 3-series radio display sucks because with polarized sunglasses, you CANNOT read the radio display. I thought they would have fixed it in the 2007 models.

The 335i coupe is a great handling car and very fast (basically as fast as the E46 M3). It really gives the 3-series more muscular ammo it deserves. However, the E46 M3 still has this raw power/raw throttle response/engine sound/handling/precises steering that makes it a little more fun (like it should) than the non-M cars.

After driving the 335i coupe, the E46 M3 still felt lighter and little more nimbler at the front end than the 335i coupe. I found out why....because the 335i coupe weighs about 200 lbs more than the E46 M3.

UPDATED: I added the pics from Crevier's E92 335i & you can compare with our E46 M3:)

that's cuz the oil is used to cool the turbos...

Does the 335i run an oil cooler?

I know that the oil is used to cool the turbo, and I assume they are not using the standard synthetic 5W-30 oil (in fact, it states to used only HIGH PERFORMANCE SYNTHETIC OIL on the fan shroud, but it doesn't states which viscosity).

I am curious, like Wagner, I hope BMW use a huge oil cooler/radiator.

Even my E30 325i had an oil cooler (abeit probably a small one)

Your "bland/slab style" comment is pretty much what I said when I saw the first E92. I described it as "slab sided" to be exact. :thumbup: I think that is because the one you saw and the first one I saw was Jet Black. It's very plain and actually quite Accordish from the side but when I saw the Space Gray one around the corner, the one I test drove, it looked much better.

I would add that the slab-sidedness of it would be less prominent with a nice set of 19" wheels. I can't wait to see something like that; a Space Gray or Montego Blue with 19" CSL style wheels or HRE/iForged would look sick!

I agree that Jet Black does not show off curves as well as Space Grey. However, BMW does it again with the suspension fine combo tuning of handling and ride with good dampening. I will say, the E92 coupe definitely rides better than the M3, yet has the similar handling characteristic. The only thing I wished the 335i had (maybe at least as an available option) is a limited-slip differential. What is going one with sports car companies these days. I can't believe even the standard 997 Porsche 911 Carerra or Carerra S doesn't come with a limited-slip diff anymore.

With all this power on the 335i, you will be wasting power & time on the track without that M-variable locking diff!

Kevin, your wish is my command...here is a pic of a 335i coupe, Space Grey, with OEM M3 competition package wheels...:)

I still like your E46 better

Considering that even most NA cars have some sort of oil coolers these days, I'm sure this one uses a aux one. Am also very curious about the oil viscosity run in this engine and whether they're still using the north american castrol syntec crap. There's no way the existing stuff will last even 12k in this engine.

the oil will be fine... has been fine, it's the oil filter that takes a crap pretty early..

I like the space gray 335. Thanks for posting.

Thanks! That looks very nice. :drool:

Line on the e46 coupe still look better, and I'm just not a fan of the console in the rear leaving room for only two. Though I doubt you could fit 3 in the back of an e46 coupe.

With all the reports of the 335i running hot to the point of shut down, I hope something gets done about it. I know the oil is used to cool the turbos, but this seems to be just a slight problem. If it's running 260 spirited, what would it run at the track running 8/10?

Oh, and those ugly amber reflectors and that wheel gap have got to go...

Nice report & pics, Doc!

I like it and the new 330...just wish
they had a real trunk.

Agree that 260 oil temp is pretty damn high, esp. for
street driving.

Maybe it's an early model glitch. I don't think I would
want to own it after a couple/three years of 260+,
"racing syn" and Qtrly oil changes or, not.
BR,mD

And, a "review" from the NYTimes...
 

Yeah, it's not C&D, et al, but a decent read with some history of
the 3 series thrown in. Weird and ugly side view pic, too, imo...
it could be a Ford 500 or any nearly indistinquishable car, if you
didn't notice the headlights and front end. NEway...
BR,mD


Behind the Wheel | 2007 BMW 328i and 335i
A Lot More Firepower for BMW’s 6-Shooter

http://graphics10.nytimes.com/images...s/bmw1.600.jpg
BMW 3-Series coupe.


By JERRY GARRETT

Published: October 1, 2006
IT has been nearly 30 years since two debuts, of an engine and a car, ushered in the modern era of BMW. At the 1977 Frankfurt Motor Show, the company displayed a new version of its highly respected in-line 6-cylinder engine. That was also the year when BMW began importing its 3 Series coupe to America.

http://graphics10.nytimes.com/images...s/bmw2.190.jpg


http://graphics10.nytimes.com/images...s/bmw3.190.jpg
New for 2007, a BMW with two turbos.



At that point, the first 3 Series car, the 320, had been on sale in Europe for nearly two years; it was a handsome replacement for the boxy 2002, the original Ultimate Driving Machine. But while the 320 had a come-hither price of less than $9,000 — almost unimaginable in today’s world of six-figure performance cars — it had come only a 4-cylinder engine.
The new 6 changed that, though only for Europeans. It would be seven more years before BMW would entrust Americans with the smooth-running, more powerful engine.
The 320 became a legendary success, igniting sales and helping to transform the Bavarian automaker from a niche brand to a respected mass-market player. But in 1984, BMW replaced the beloved 320 with two new derivatives: the 318i, perhaps the crummiest Bimmer ever, a gutless wunderkind that cost twice as much as the 320, and an even pricier 6-cylinder upgrade.
Buyers proved willing to pay dearly for straight 6’s, and over the next 20 years they did so in ever higher numbers. In the same period, the basic engine architecture and output changed relatively little.
For 2007, BMW has brought out new fifth-generation coupes, the BMW 328i and 335i, cheering enthusiasts who haven’t seen a new two-door 3 Series since 1999. Both cars have new 3-liter in-line engines, which BMW insists are its most sophisticated 6’s yet.
But as BMW celebrates the pearl anniversary of its 6-cylinder 3 Series (in case you’re thinking of sending a gift), I find myself wondering, “How much longer can this go on?” The in-line 6 has, arguably, come to define this car. But insomuch as horsepower expectations escalate from year to year, where else can BMW go with its 6-shooter? From a development standpoint, will they still be viable power plants seven or eight years from now, when the sixth-generation 3 Series arrives?
Never suggest to anyone at BMW that a V-6, now the power plant of choice for most competitors, might be a better alternative; that’s as heretical as suggesting that sauerkraut is too sour, that wiener schnitzel ought to include wieners or that iDrive controls were a blunder.
BMW doesn’t easily change course. The basic layout of six cylinders in a row produces a velvet-smooth, almost vibration-free supply of power. But V-6’s, while less smooth, have often been coaxed into generating more horsepower and torque — outrageous amounts, in fact, if they are turbocharged to force in more air for combustion.
To get more power from in-line 6’s, BMW has made them rev ever higher, and increased their displacement. As size grows, however, fuel efficiency declines.
For its 2007 models, and to one-up its competitors in the horsepower wars, BMW had to adjust its conservative corporate mindset and reconsider its decades-old stance against turbocharging. BMW always believed the tradeoff for turbocharging would be searing-hot operating temperatures, poorer fuel economy and unacceptable throttle lag while the turbos spooled up.
But technology advances have changed the game. The latest turbochargers can work more precisely with direct fuel injection, yielding a broader power band and unexpectedly better mileage.
The new 335i’s 3-liter engine has twin Mitsubishi turbochargers and is rated at 300 horsepower and 300 pound-feet of torque. The outgoing M3 supercar, with its larger 3.2-liter, 333-horsepower 6, can barely outrun it. Car and Driver magazine reports that the 335i’s 0-to-60 m.p.h. time of 4.9 seconds is just 0.1 second slower than the current M3, which costs at least $7,000 more.
The 335i, however, consumes far less fuel than the M3; the new coupe carries a government rating of 20 miles a gallon in town, 29 on the highway, compared with the M3’s 16/23.
The only lag I felt was around 1,500 r.p.m., when I tried to leave cellphone yakkers and other slowpokes behind. The six-speed manual transmission seemed to have more gears than it needed; usually, when I wanted to do something in a hurry, I wasn’t anywhere near the right gear. I actually preferred the automatic, which can pick the proper gear faster than mortal man.
I also preferred driving the nonturbocharged 3-liter engine in the 328i, which delivers better economy (21/29 m.p.g.) and is faultlessly direct in its throttle response. The 328i’s 230-horse engine has 46 more horses than the 2.5-liter engine it replaces.
For now at least, the 3 Series sedans — new for the 2006 model year — retain different engines from the coupes, though the 335i’s turbo 6 may become an option on the sedan next year. A convertible model (with a retracting hardtop) will be introduced in December at the Los Angeles auto show; BMW convertibles have traditionally shared their engines with the coupes. The rollout will continue next year with a new M3 coupe.
Externally, the coupes share family resemblances with the sedans, of course, though BMW says it made a serious effort to differentiate them. Put coupe and sedan photos side by side and try to spot the differences; no points are given for noting that the coupe has two fewer doors.
The coupe is roughly two inches longer and sits nearly two inches lower than the sedan, although each rides on the same chassis. Handling characteristics feel similar. An optional sport package for the 335i nicely fills the fender wells with 18-inch Bridgestone Potenza tires on alloy wheels. Even with the firm sport suspension and the run-flat Bridgestones, the 335i’s ride remains compliant enough to avoid the M3’s denture-rattling harshness. Large brakes (13.7 inches in front, 13.2 inches in the rear) are good for 160-foot stops from 70 miles an hour.
To compensate for the heavier twin-turbo, the 335i went on a diet, with slimmed down body panels and plastic front fenders.
Fortunately, the driving experience loses nothing in this painstaking redesign; handling is still crisp, precise and rewarding. Above 75 m.p.h., the optional active-steering system provides better on-center feel — a worthwhile feature in West Texas, where the speed limit was recently raised to 80 m.p.h.
The driving position is well suited to high-performance driving, but the seats were as hard as Adirondack chairs. I much prefer the cushy seats in the BMW 5 Series.
As usual, the indecipherable instrument panel is a black forest of buttons, and the annoying iDrive controller has migrated like a virus to this platform. (Fortunately, iDrive comes only with the optional navigation system.) So layer upon layer of redundant switches, dials and toggles have been added to compensate for the system’s shortcomings. (Wasn’t eliminating switches the reason iDrive was developed?)
During this test, I did peruse the 244-page owner’s manual to unlock some of iDrive’s mysteries. It does have some useful features, if you can twist, click and beat on it accurately enough to navigate its labyrinth of menus — while driving 80 m.p.h. (recommended in West Texas only) and balancing a scalding-hot latte.
That brings me to the twin-turbo cup holders. These engineering marvels boing-boing out of the dashboard on either side of the glove box — often when you don’t want them to.
They will hold the aforementioned latte, though not a 44-ounce Super Big Gulp. (Hello again, West Texas!) While deployed, the cup holders will also remove the kneecaps of inattentive front-seat passengers as they enter or exit the vehicle.
There is no need to discuss rear seat passengers, because there are unlikely to be very many. Any adult consenting to climb back there risks being speared by the odd seat belt presenter arms that stick out to make the front belts easier to find. Only two legroom-challenged rear seating positions exist.
These are mere nitpicks, if you will, about what is still the world’s quintessential sport coupe. Inarguably, it’s the best 3 Series coupe yet. What is arguable is whether you will be happy with the ever-escalating price. BMW says the new coupes cost less than the cars they replace, when comparably equipped. Technically that’s true if you count new and possibly unwanted features like the power moon roof, but the bottom line is that the price of admission has ballooned to $35,995 for the 328i and $41,295 for the 335i. A loaded 335i can easily top $52,000.
If that price doesn’t scare you, you may want to wait for the new M3 due out next year, which will reportedly make 400 horsepower. But, get this: the latest version of that car, hitherto the ultimate 6-cylinder driving machine, will be powered by, yes, a V-8.
INSIDE TRACK: An unbearable lightness of quintessence.

LOL..I didnt want to hijack the thread, but damn :iagree:...The e90/92 are some really nice cars, but damn the e46 is proabably the best looking BMW ever...It just oozes style! :drool:...

OK, sorry about that..back on topic...

Me three.

Me four..

me five, though I like the style of the E90 Sedan much more than the E92 coupe!

Also, MD, thanks for the post on the 3-series history/car review.

I still miss my E30 325i.

:iagree:

How are those slab sides when it comes to preventing door dings?

Yesterday I test drove the 335i for myself since I had the day off. Yes, that's right, a 17 year old male behind the wheel of a Montego Blue 335i coupe (sport, auto, nav, paddles) with 5 miles on the odo which was just released as a demo car because I guess the buyer failed financially. As a result, I couldn't bring myself to flog such a beautiful machine that was brand new. Oh and my sales rep did ride with me, but she didn't take down my license.

Besides my miserable luck of running into traffic, it was a decent test drive. I used iDrive with no problems while driving (it's not hard depending on your logic) and appreciated the quick shifts of the automatic. I didnt bother with the paddle shifters (tried them on other cars before, I get bored), but I quickly realized the transmission was quick and different from conventional "slushboxes", albeit it wasn't broken in so there were quite a few harsh shifts. My oil temp gauge read just over the 210F mark, so I judge that as normal.

Bottom line: it's a fantastic vehicle, but it just doesn't speak to me. It's too uninvolving in normal driving, the steering is still a hair lacking in road feel, and it's not as alive as the E46 or even my E83. Now its just fast fast fast (unnecessarily so, except for bragging rights) and attention attention attention. I think I'll pass on this one. Given $50k, I'd be searching for a E46 M3.