2012 BMW 328i Review

Six generations on and 12.5 million cars later, BMW's 3 Series continues to lead the pack in the hotly contested sport-luxury market. Recent economic, environmental and social trends have forced automakers to take their vehicles in new directions. The all-new 2012 3 Series is BMW's answer to these trends in the sport-sedan segment that they themselves created back in 1975. 

FAST FACTS

1. 328i models trade a straight-six for a turbocharged 4-cylinder with 240-hp and 260 lb-ft of torque, an increase of 10 hp and 60 lb-ft. 2. The 335i model retains its turbocharged straight-six with 300 hp and 300 lb-ft of torque, enabling a 0-60 time of 5.4 seconds. 3. Pricing for the all-new model starts at $35,795 for the 328i and $43,295 for the 335i including a $895 destination fee.strong>3. P

The 5th generation that this new 3 Series replaces was a fine car in every respect.  It drove well, proved reliable, and wasn't too thirsty at the pumps. In fact - even several years after its initial launch, the "E90" 3 series (internal code name) was still winning comparison tests with the best the competition had to offer. So what could BMW have possibly improved upon to render the all-new 3 Series a better car? 

5-WAY DRIVE MODE SELECTOR

Many things, apparently, as we learned from the 3 Series' global launch in Barcelona, Spain. To start off, BMW has implemented a new vehicle behavior switch that allows the driver to chose between five unique drive modes. The 'game changer' among these modes is called "Eco Pro" mode, and it introduces a slew of features that result in better economy. To start off, the gas pedal becomes stiffer and harder to press - which ultimately results in you pressing it less. A new gauge on the instrument display shows a blue bar that grows longer as you depress the gas pedal. The challenge is to keep the blue bar as short as possible - and if do you so, the car rewards you with 'bonus' miles you've gained from the current tank of gas, shown in blue under the efficiency bar. This may seem rudimentary, but it works - in fact BMW claims up to a 20% improvement in efficiency based on the system's ability to improve driver habits. 

Eco Pro mode also introduces mechanical changes to the car when selected. The smooth and fast-shifting 8-speed automatic (optional, a 6-speed manual comes standard) is programmed to shift early and move onto the next gear as soon as possible. The transmission logic is hesitant to downshift and generally keeps the engine below 2000 rpm, thus saving fuel. The engine management is also altered for efficiency. For example, the turbo's waste gate is less likely to dump boost pressure, thus conserving as much energy from the turbo as possible.
BMW's Eco Pro mode represents a great execution of a fuel saving technology. We were surprised how drivable the car remained even in this fuel sipping mode; it never feels weak or feeble from behind the wheel, but constantly reminds you of its intelligent approach to fuel conservation. As a daily driver, we would leave the car in Eco Pro mode for the vast majority of our driving, and celebrate our fuel savings at the end of each trip.

At the opposite end of the spectrum is "Sport +" mode.  Sport Plus wakes up the 3 Series dynamically, and earns the car its birthright in the lineup.  With sharpened throttle response, tighter suspension settings, heavier weighted and more communicative steering, as well as more aggressive transmission shift logic, the 3 Series transforms itself into a proper sports sedan. The transformation is black and white; from behind the wheel it feels like you're driving two separate cars. BMW has long been advocating their "two cars in one" design approach - at least on their performance based M branded cars. It seems that this philosophy has now made its way into their regular lineup.
In between Eco Pro mode and Sport Plus mode are Comfort, Normal and Sport modes. These three modes slice up the difference from each end of the spectrum and can be used to fine-tune the car to the road you're on or the mood you're in.   

NEW DRIVER-FOCUSED INTERIOR

Regardless of the drive mode you're in, BMW's new 3 Series carries you along in a comfortable and stylish new interior – although one that’s certainly no revolution from the current lineup. A throw back to earlier BMW design, the 3 Series now features a "driver focused" interior, with the dash turned in towards the driver and all controls within easy reach. That's not to say that the passenger will feel left out, as the interior is inclusionary of both front seats.

Fit and finish is excellent and the materials exude quality. A personal favorite is the new textured wood trim available as an option. Stained in a variety of colors, this new Poplar wood trim feels great to touch and looks sharp contrasting with nearby leathers, metals and plastics. The seats are exceedingly comfortable even after hours in the saddle, and the side bolsters hold you firmly in place during more enthusiastic driving.

Generationally the 3 Series has always grown incrementally and this sixth iteration of the is no exception to the rule. Now 3.7" (93 mm) longer and 0.3" (8 mm) higher, the 3 Series offers 0.6" (15 mm) more rear legroom and treats all occupants to a more spacious cabin. The wheelbase has also been stretched, offering a more pacific ride. All aboard will have more room for luggage as the trunk space has grown by 0.7 cubic feet, now totaling 17 cubic feet in capacity. Thanks to careful use of high-strength steel, aluminum and composites, the 3 Series is now over 80 lbs lighter than its predecessor - despite the gain in size.   
A top-notch audio system is supplied by Harman-Kardon and with a bit of tuning in the iDrive audio settings, this sound system can replicate any genre of music beautifully.
Speaking of the iDrive system, BMW's proprietary infotainment system is better than ever, with direct buttons bringing you to the desired interface, and endless options available if you choose to dig deeper into the system. After only a few short minutes behind the wheel, we had our iPhone connected by Bluetooth and all settings to our taste.

ADDED TECH FEATURES FOR IMPROVED SAFETY

BMW now offers several key technologies in the 3 Series that were previously reserved for flagship models such as the 6 and 7 Series cars. A lane departure warning system vibrates the steering wheel should the car sense that you are drifting out of your lane. A blind spot monitoring system keeps an eye on your blind spot during lane changes and alerts you to a potential car in your path with a flashing orange triangle mounted on the inner aspect of the side-view mirrors and more vibration of the steering wheel. A distance warning system now alerts you if you are approaching much slower traffic and heavy braking is required. And finally, a brilliant backup camera keeps an eye on things as you reverse the car.

TURBO 4-CYLINDER REPLACES STRAIGHT-SIX

The model BMW gave us for testing purposes was the 328i sedan. The 328i is motivated by an all-new 240 hp dual-scroll single turbo 4-cylinder engine. The engine measures 2.0 liters in capacity but despite its modest displacement, this new 4 cylinder dishes out impressive power and performance. With 260 lb-ft of torque on hand from only 1250 rpm, the 328i can sprint to 62 mph (100 km/h) in an impressive 5.9 seconds with the 6-speed stick shift or 6.1 with the 8-speed auto.  Fuel economy has been improved says BMW, though official numbers have yet to be released.
Some may lament the move away from traditional 6-cylinder engines in BMW's 328i model (the 335i will continue to offer an inline-6), but thanks to two balancing shafts and clever engineering solutions, BMW's new 4 cylinder both feels and performs as if it had two more pistons pumping.  In comparison to the naturally aspirated inline-6 this engine replaces, the new 4-cylinder manages a 15% improvement in range, and pumps out 9% more torque from lower in the rev range. 


When it arrives on our shores, BMW's 2012 3 Series will offer 3 model lines: a "Modern Line" packed with tech features and techy-style, a "Luxury Line" that relaxes with its organic colors and interior appointments, and a "Sport Line" that excites with aggressive styling and fresh, young interior flare. Between the three there is sure to be a model that suits your tastes. 

THE VERDICT

Offering sporty performance, impressive efficiency and low emissions, with the new 3 Series, BMW has once again improved upon the world's leading sports sedan.

LOVE IT 2.0 L 4-cylinder turbo engine turns out gobs of power without punishing you at the pumps Gorgeous interior is both functional and stylish Split personality means you've got two cars for the price of one: luxury sedan or giddy sports car at the push of a button

LEAVE IT Steering feel is the least communicative since the inception of the 3 Series Spectacular textured wood trim is only available on certain model lines As the 3 Series continues to grow, it eclipses previous 5 Series in size

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2013 Chevrolet Malibu Eco Review

If the all-new Chevy Malibu were to be described in just one word, it would be “quiet.” At the vehicle’s launch event in Austin, TX, company representatives explained exactly why. First they added plenty of sound deadening materials, including a laminated front windscreen and front side windows, then they worked at absorbing solutions. The result is “the quietest Chevy ever” engineers on hand informed us, and out on the road it shows.

FAST FACTS

1. At launch only the Eco model will be offered with an eAssist hybrid system that adds 15 extra horsepower to the 2.4L 4-cylinder, which makes 182 hp and 172 lb-ft of torque. 2. Fuel economy is rated at 25/37 mpg city/highway with a 29 mpg average. 3. In 2012 Chevy will also offer a base 2.5L 4-cylidner and a turbocharged 2.0-liter. 4. With a reduction in the drag coefficient from .35 to .30 over the previous Malibu, Chevy says this amounts to as much as a 2.5 mpg improvement in highway driving. 5. Eco models will start from $25,995 including a $760 destination fee.

Exterior road noise is all but eliminated and perhaps the best example we came across was when we found ourselves next to a diesel pickup truck, which was pulling a load, heading up a steep hill. After riding along in near-silence it was surprising to actually detect an outside noise. Lowering the window for a second revealed an almost unholy racket. Closing it again shut out the outside world almost completely.
In almost all other ways the new Malibu has been improved, though we’d be hard pressed to call it segment-leading.

FEELS SUBSTANTIAL, FOR BETTER AND FOR WORSE

Matching the premium-level quietness of the cabin is a comfortable ride and one that feels substantial on the road. Contributing to this is a notably wider body and track, gaining two inches in thickness. It feels less like a mid-size and more like a full size machine, an advantage on the highway but a drawback around town. A contributing factor is the raised hood (a requirement of global pedestrian safety requirements), which gives the perception that there’s a great deal of car out in front.
By comparison, a Camry and Sonata (both hybrids we should add) that Chevy brought out as a competitive test set felt well-sized and nimble in a brief test drive around downtown. The likely culprit here is that the Malibu has a slightly shorter wheelbase, while being roughly two inches longer overall.

On windier roads the Malibu hardly excites and ‘confident’ isn’t a word we’d use to describe it mid-corner. Does handling in a mid-size sedan really matter though?
It feels heftier than its 3,620 lb curb weight would suggest, that being the listed poundage for our hybrid Eco model test car – the only model available at launch. That number surprised us as, traditionally, it’s a completely acceptable weight for a car of this class, even one without a bunch of heavy hybrid components to lug around. Of note, however, many other automakers have made considerably strides to cut weight from their mid-size sedans, with the Sonata and Camry hybrids tipping the scales at 3,578 and 3,441 respectively.

CAMARO CUES INSIDE AND OUT

Adding to the car’s perception of size from the driver’s seat is a narrow rear windscreen and special mirrors that Chevy will tell you help considerably in achieving a low 0.30 coefficient of drag, but which also taper off into a point, thereby limiting your view. It’s obvious from these gripes that Chevy did more than just borrow the Camaro’s taillights when designing this car.
Outside it’s handsome enough, but no more minimalist a styling update than the new Toyota Camry. There’s a notable bangle-butt rear end and lots of sheetmetal behind the rear doors, making it look substantial when parked. That trunk design, when paired with sloping rear roof, does give the car a Volt-like appearance and we’d argue the Malibu’s best side is its backside.

Inside there are notable Camaro elements borrowed as well, from the square gauges to some silvery gloss plastic around the center stack, which we’re at least glad is used much more sparingly here than in the Camaro. Much of the buttons and controls are standard fare, from the all-too familiar stereo buttons and stalks to the Cruze-esque steering wheel – something we quite like. It’s one of the few efforts made to shrink the car’s feeling of size.
Perhaps the car’s target demographic will disagree, but we were horrified by the faux wood trim on the center stack and doors. The chrome trim was equally old-manish. At night, the Malibu’s interior is transformed, however, with plenty of ambient lighting giving a polish glow to the cabin and controls.
The standard cloth seats are actually quite pleasing to the eye, though the optional leather is a reminder that GM still buys its cows from the Fisher Price farm.

CHEVROLET MYLINK: SIMPLE AND EASY-TO-USE

Interior highlights include a new display screen between the speedometer and tachometer with trip information and other car details. It does plenty to improve the “perceived value” of the car. In addition, there’s the new easy-to-use Chevrolet MyLink system, which comes standard on the Malibu Eco.
An incredibly easy to use touch-screen (which flips up to reveal a cubby to store your cell phone), takes a familiar route to in-car telematics, moving away from a subscription service to one that is tethered to your smartphone. As a result, you don’t have to pay a monthly fee, other than what you use on your cell phone. If you listen to music on your phone it doesn’t cost a penny, and if you stream music from services like Pandora it uses your phone’s data plan. That might sound like it can get expensive, but a company rep informed us that its designed so users who don’t normally go over their monthly plan likely won’t get pushed over as a result of streaming music.
Along with some more advanced features that only the one percent of techies will ever use, MyLink also downloads your phone’s contacts list so you can use voice command to call anyone on your list.

NOT A HYBRID, OR IS IT?

While Chevrolet will eventually offer a 2.5-liter 4-cylinder version later in 2012, as well as turbocharged 2.0-liter as a V6 alternative, the current offering is limited only to the hybrid – although GM doesn’t want to use that name.
The “H” word doesn’t appear anywhere on the car and that’s because of a GM marketing strategy that wants to sell the Malibu on its merits as a car, not as a hybrid. It also helps avoid lumping it into a niche – a segment that, it just so happens, the Malibu lags behind in fuel economy. Instead, GM calls it an Eco model, using the brand’s eAssist electric motor and lithium ion battery pack mated to a 182-hp 2.4-liter 4-cylinder with direct injection.
The battery is juiced up through regenerative braking, enabling a total of 15 extra horsepower to help give the car an extra nudge. This allowed Chevy engineers to adjust the car’s final drive ratio to a 2.64, which would otherwise hamper acceleration to a sever degree, but that problem is then solved with just a mild electric assist.
Other advantages are found in the use of a start-stop system, as well as by offsetting the energy needed by the accessories, by only charging them when it’s efficient to do so.
The result is fuel economy of 25 mpg city and 37 mpg highway and an average of 29 mpg. Solid numbers for a mid-size sedan, yes, though vastly inferior to the Camry-Hybrid’s combined 41-mpg rating. In our test we saw 19 mpg city and 26 in mixed driving.
As for acceleration, GM claims a respectable 8.7 second 0-60 time and we’d argue that more power isn’t needed, even if it doesn’t feel quite as spritely as the Sonata or Camry.
As for the rest of the vehicle, the rear seats are large enough for full size adults, even if they don’t look that large – due to the use of longer seat cushions. Trunk space is 14.3 cu-ft, which is an ok amount, until you realize the Cruze delivers 15.4 cu-ft.
As a family sedan, GM is putting a lot of focus on safety with the new Malibu, which has already received a 5 Star Euro NCAP rating and is expected to earn top marks in the U.S. A total of eight airbags are standard, with two more optional and GM will eventually offer the car with high-tech safety systems like collision alert and lane departure warning.

THE VERDICT

The new Malibu is smooth and quiet. It’s apparent that GM took great pains to improve the cars’ NVH (noise vibration and harshness) and it shows. We found the driving characteristics to be lackluster but depending on what your driving preference is, it might be perfect for you.

Priced at $25,995 the Malibu Eco isn’t exactly a value leader, especially when you consider the hybrid Sonata and Camry both get considerably better fuel economy and cost about the same. Comparably equipped models will jump above the Malibu, but there’s still that significant fuel economy gap.
We could consider the Malibu Eco a reasonably good eco-minded mid-size car were it not for the new Camry Hybrid’s dramatic fuel economy jump, while the Sonata Hybrid still fits the bill as the most dramatic of the bunch. And with a new Honda Accord and Ford Fusion on the way, the Malibu Eco’s current position as a mid-pack contender is, even at its launch, in doubt.

LOVE IT Amazingly quiet cabin Easy-to-use MyLink Comfortable highway ride

LEAVE IT Lags behind hybrid rivals Offensive faux wood and plastic trim Feels massive in tight spaces

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