The New E46
The new 3 Series–designated the E46 chassis–seems just a bit better than the car it replaces. Not a million times better, however: when cars get this good, it’s hard to see big changes.
If you already own an E36 3 Series, will the new car knock your socks off? Probably not; the new car represents more of a logical progression of the design, rather than a radical new concept. The E46 is slightly larger, stiffer and safer than the E36, although there’s virtually no increase in weight due to further use of aluminum suspension components. The new car’s handling and power are also slightly better than its non-M predecessor.
One of the E36 car’s very few weaknesses, lack of rear passenger room, has also been addressed in the new car, which is more comfortable for those relegated to the back seat. BMW engineers tell us the E46 is also 50-percent stiffer and has 10-percent shorter stopping distances . Our testing showed that the car will stop from 60 mph in about 120 feet.
Engines have also been slightly retuned. Power is up two horsepower in the 323i and 323Ci models, (now 168 horsepower) and three horsepower in the 328i and 328Ci (now 193 horsepower). On the larger-engined car, you can expect sub-eight-second 0-60 times with no problem.
The BMW press kit says that the suspension has been “extensively evolved,” which in laymen’s terms means that they picked up on the idea of aluminum lower control arms from the E36 M3 and put them on all the new E46 cars. Performance tuners will be saddened to hear that, according to BMW engineers, tuning items like anti-roll bars, shocks and road springs are not the same pieces as those found on the old E36 cars.
Unfortunately, as is typical of BMW, the plain vanilla sedans came first. This means that only the E46 sedans debuted in 1998, but the coupes are already here for 1999 as 2000 models. Both body styles come in 323i and 328i guises. While not officially announced, expect to see an M version sometime soon.
Getting to Drive
Since their launch in the summer of 1998, we have spent quite a lot of time with these cars. (Of course, not enough.) We thoroughly exercised the 328i sedan around some desolate mountain roads in central California, then ran the new 323Ci and 328Ci coupes at BMW’s new South Carolina test facility as well as up through the winding mountain roads around Asheville, N.C. Finally, we sampled the sedan at our autocross test track.
Power from these baby sixes is smooth and effortless–the shifting is smoother than on just about any BMW ever made. The seats are comfortable and supportive, while the controls are laid out perfectly. The handling and brakes truly make you feel like you are in a super car, just without the uncomfortable ride. There have been complaints that the new 3 Series is too plush, but we didn’t think so.
Getting the E46 around the autocross course takes a delicate touch–this is a car that will kill you with understeer if you push it too hard. The chassis feels competent and while the car feels physically big because of the expansive roomy interior, it actually proves to be quite nimble and responsive when driven properly.
There’s a lot of body lean, meaning that you can’t rush the transitions. Actually, that’s the car’s general nature–if you rush it, it goes slow. The key is to let the car work at its pace. Once the E46 takes a set in a corner (again, as long as it’s been allowed to take that set at its own pace) it is quite neutral. Adding aggressive throttle can even get some late-corner rotation happening, and the nature of the inline six makes this rotation easily controllable.
In a slalom, the new BMW feels well balanced, with no pendulum action and good transition recovery. Due to the aforementioned body roll, transitions are not lightning-quick, but a light touch on the wheel can get the car to change directions with some authority.
It did seem to have a tendency to over rotate during trail braking, meaning that you had to brake a bit earlier and straighter to get the car slowed down. This was its only real negative handling trait.
Overall the E46 3 Series is a rewarding autocrosser as long as the driver is not a monkey-fisted wheel-sawer. It should compete favorably in SCCA G Stock Solo II class.
Both cars also did well in their straight-line tests. The 328i sedan took 7. 1 seconds to accelerate to 60 mph despite a slipping clutch. Halting from 60 mph required 122 feet. Our 323Ci test car came with BMW’s Steptronic automatic transmission, which wasn’t as horrible as it sounds. Zero-to-60 acceleration runs with the gear selector in Drive took 7.8 seconds, while in the Sport-mode took 8.2 seconds. Manually shifting the gearbox allowed 8.1-second 0-60 runs. Like the 328i, the 323Ci did well under braking, requiring 118 feet to stop from 60 mph.
323i or 328i? Coupe or Sedan?
Good questions. When we planned our 323i versus 328i comparison test, we figured that the 2.8-liter car would destroy the smaller-engined 323i, but that didn’t happen. You wouldn’t make the wrong move with either engine.
Both cars are powered by twin-cam, 24-valve, inline six-cylinder engines equipped with BMW’s double VANOS steplessly variable valve timing system. The 328i and 328Ci have a 300cc advantage,
thanks to their engines’ 2793cc displacement, but this differential is not as great as you might expect. Remember, the 323i and 323Ci are powered by a 2.5-liter engine, not a 2.3 as indicated by the model designation. Apparently BMW’s marketing people decided that for the bigger price tag, you ought to get what sounds like a much bigger engine.
Horsepower and torque numbers between the two engines are significantly different, but somehow the two do not feel that different in day-to-day driving. The 323i and 323Ci engine puts out a maximum of 170 horsepower at 5500 rpm and makes 181 ft.-lbs. of torque at 3500 rpm. The 328i and 328Ci engine has 23 more horsepower at the same 5500 rpm and 25 more ft.-lbs. of torque at the same 3500 rpm. Again, though, while the 328 may seem like the winner on paper, don’t count out the 323, especially if you’re on a budget.
As for coupe or sedan, the choice is mostly a matter of your own preferences. In our opinion, the sedan is stunning looking; unlike so many other BMW enthusiasts, we think Mr. Bangle and his team of stylists have hit near perfection with this design.
They simply outdid themselves with the coupe. While we understand that the new styling of either of these cars is not revolutionary glitzy, we appreciate BMW’s conservative styling approach with these cars.
While there are two distinct trim levels between the 323i and 328i sedans, both coupes adopt the higher trim level found on the 328i. In common with the upscale sedan, both coupe models have the nicer chrome vertical grille slats, body-colored cowl air intake, roof-seam strips and trunk grips, and chrome-outlined side windows. As a result, apart from the wheel styles and model script on the trunk, the two different coupes look nearly identical. Coupe or sedan, the cars weigh the same.
Both coupes also come standard with 16-inch wheels and tires as well as the lowered, firmed-up sport suspension that is part of the sedan’s Sport Package. Seventeen-inch wheels are an option on both coupes, too
Final Decision
While these cars are quite impressive, we still have two complaints: The trunks could be bigger, and at least one of the prices could be smaller.
At 10.7 cubic feet for the sedan and 9.5 cubic feet for the coupe, neither trunk will swallow an extra set of tires.
As for the price, we feel that in today’s world, the 323i is very realistically and fairly priced at $27,560. In fact, we might even go one better and say that it is a bargain. A loaded 328i, on the other hand, strikes us as overpriced at nearly $40,000. This price might compare favorably to the competition from Volvo, Lexus and Mercedes, but it seems a little stiff after you price the 323i. You just don’t get into the 328i and say, “Damn, this feels like $13,000 more car.” (True, the 328i actually starts at $33,970, but that’s without the moonroof and leather seats, items usually considered fairly standard in this class.)
We understand that more power is better and that the 328i comes standard with more equipment than the 323i (nicer trim, mostly). And yes, overall, we like the 328i better than the 323i, but we just can’t stomach a minimum of $7000 more for what is essentially the same engine, just punched out a little more. Apparently this is just our opinion, though, as the cars are selling like hotcakes.
The same thought process leads us to proclaim that at $29,560, the 323Ci coupe seems to be the hot ticket: you automatically get the sport suspension, big wheels and tires and nicer trim for only $2000 more than the 323i. Add another $1000 for the Sport package, and 17x8-inch wheels, 225/45ZR17 tires, power Sport seats, fog lights and an M three-spoke sport steering wheel come with the car. That’s basically a baby M3 for $30,560. Yeah, you give up the larger engine, but you pocket several thousand dollars in the process.
No matter how you slice it, we really like these cars in every way, in every configuration, and for just about any purpose.
