BEING the head coach of a current All Black rugby squad must be a great feeling, knowing full well that you can comfortably send in the B-side to uphold the reputation while the even more powerful “first choice” unit quietly goes about growing even more menacing before being unleashed upon a rival team when the really important match arrives. Similarly, while BMW’s M-division concentrates on the next M3 (watch out for this grudge match against Audi’s RS4, round about September), the Munich-based company has sent in a “super sub” that is more than capable of keeping the fans happy while the big gun is being loaded.
Sharing only the door handles and propeller badges with the current 3 Series saloon, the latest BMW coupé is arguably one of the best looking vehicles in the current range – from most angles. While the front view is low and aggressive, aided by the slightly poser appeal daytime corona ring headlights, it still manages to look stylish. Most members of our test team, however, felt that the somewhat bulbous rear end doesn’t quite round off an otherwise sporty package. But the two exhaust pipes protruding from the beneath the rear bumper add a welcome touch of aggression. And the numbers listed on the boot lid should be impressive enough to make most would-be dicers think otherwise… That is… if they are aware, what exactly 335i symbolizes.
335i denotes that this car is powered by the same award-winning 3,0-litre “six” as featured in the outgoing, and hugely respected, 330i. But this time BMW engineers have added a little something extra to make it even more special. In an attempt to create an engine capable of similar power characteristics to a larger V8 unit, yet maintaining the weight advantage of a 6-cylinder, BMW has made use of turbocharging technology for the first time on a direct-injection, straightsix. The result is possibly the best incarnation yet of an already hugely impressive engine.
What makes the 335i’s engine special is that the two turbochargers, each feeding three cylinders, are small enough to “only” add an additional 25 kW to the 200 kW already on tap before adding the turbochargers. So, you may ask, what’s the point then? Well, have a closer look at the test figures and you will notice that the in-gear acceleration, particularly from third gear on, is actually better than the M3’s. There is 400 N.m of torque available from just 1 300 r/min all the way through to the 5 000 r/min mark, with a red line limiter at 7 000. As a result you are able to stay in gear for so much longer. There is also no obvious point in the rev band where the turbos comes on song, instead power delivery is impressively smooth. Thankfully the addition of turbocharging has not muted the glorious soundtrack delivered from the Bavarian straight-six.
Every member of our test team commented on how easy this car is to drive, both at everyday speeds and at those reserved for a more controlled environment. Although the by now familiar “elastic band” like clutch action still exists, it is somehow less obvious and easier to get used to in the 335i, resulting in less stall starts for new BMW drivers. Our test car also had the very useful hill assist fitted, which in this case could also be labeled as launch control. Drive goes to the rear wheels via a superb six-speed manual gearbox.
Because the 335i is not exactly a lightweight vehicle (over 1,6 tons), the power to weight ratio of 137 W/kg may not appear all that impressive. But make no mistake, this is a seriously fast car from standstill. It comfortably reached the three-figure mark (100 km/h), while still in second gear, in just 5,7 seconds and dispensed with the kilometre dash in a fraction over 25 seconds. Both enthusiasts and opposition will note that this is only slightly slower than the outgoing M3. The top speed remains governed to 250 km/h.
As corners tend to arrive sooner than expected at times in this car, it is reassuring to note that the brakes work very well too. Ventilated discs are used all round, measuring 348 mm in front and 336 mm at the rear. ABS with EBD is fitted. An average 100-0 km/h stopping time of 2,62 seconds falls into the “excellent” category in our books. With that peace of mind and with fewer gear changes required, all that’s left to do is select your favourite set of twisty corners and enjoy slightly weighty but precise steering and extremely composed handling. The coupe’s body is 25 per cent stiffer than the 3 Series saloon’s, and the weight distribution is an excellent 51:49.
The saloon’s impressive aluminium double joint tiebar front and five-arm rear axle suspension set-ups have been retained, but the coupé gets special damper settings. Of course, it also rides on Run-flat tyres, which ensure a slightly firm ride but this only adds to the sporty character of the car and the suspension is more than capable of softening the blow of a slightly uneven road surface.
Dynamically the 335i is without equal in this segment. It manages to pull off that rare feat of being both utterly composed and safe, as well as being exhilarating and entertaining. The secret is balance. The amount of engine power, and the delivery, is just about perfectly matched to the superb chassis’s capabilities. It is as good at dissecting your favourite piece of road as it is at cosseting its occupants on a high-speed cruise.
Talking about comfort, the 335i’s interior is generally a superb place to be. It just takes a while to find the best driving position because there is so much scope for adjustment. But once you’ve found your preferred position, the news is all good from there. Of course, iDrive is still silly and the position of the key slot to the left of the steering wheel has still not grown on us, but these are quirks that you can get used to. A neat touch sees the driver and passenger seatbelts being “handed” to them by an electronic arm housed in the B-pillar. The rear part of the cabin is tailored for two people, but there is plenty of legroom on offer. Entry to those rear seats is a little cumbersome due to the slow electric function of the front seats.
The backrests of the two rear seats can be folded down when not in use and add additional utility space to the already relatively large boot.
Test summary
With the 335i, BMW not only has a super sub for big brother M3 that is looming in the wings, but they also have some license to make that much anticipated flagship 3 something a little over the top. While some current M3 drivers may choose to wait for the real replacement, others could realise – as we did – that the 335i is perhaps the more complete real world package. At R488 500, even before diving into the long options list, it isn’t a cheap car, but for the time being it’s our new favourite BMW.