2012 BMW 328i - RWD Inline 4 Twin Turbo
02-17-2012, 01:37 PM
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2012 BMW 328i - RWD Inline 4 Twin Turbo
Motortrend has a new review of the new inline 4 turbo BMW. Said they prefer it on the track to the 335i i6 turbo. Curious what the opinions are of the 951 folks. I've eyed the 335i for a while now and though I'm not sure this one makes sense for the price (why not just get a 335i) but I like having options.
http://www.motortrend.com/roadtests/...#ixzz1mZvkRvlY
I naturally find myself comparing this to the 951. It's heavier than a 951 (as any new car is these days) but the conservative numbers BMW lists are 240/255 and some saying they are seeing those numbers at the wheels. Not to mention the aftermarket community on the 335i is pretty large and there are some simple bolt-ons and tunes that make that car pretty quick (cobb stage 2 and bolt-ons making 353/413 at the wheels on the 335i).
Gotta say I'm interested. Maybe in a couple years when I can pickup a lightly used copy under 25k.
http://www.motortrend.com/roadtests/...#ixzz1mZvkRvlY
I naturally find myself comparing this to the 951. It's heavier than a 951 (as any new car is these days) but the conservative numbers BMW lists are 240/255 and some saying they are seeing those numbers at the wheels. Not to mention the aftermarket community on the 335i is pretty large and there are some simple bolt-ons and tunes that make that car pretty quick (cobb stage 2 and bolt-ons making 353/413 at the wheels on the 335i).
Gotta say I'm interested. Maybe in a couple years when I can pickup a lightly used copy under 25k.
DRIVETRAIN LAYOUT Front engine, RWD
ENGINE TYPE Turbocharged I-4, alum block/head
VALVETRAIN DOHC, 4 valves/cyl
DISPLACEMENT 121.9 cu in/1997 cc
COMPRESSION RATIO 10.0:1
POWER (SAE NET) 240 hp @ 5000 rpm
TORQUE (SAE NET) 255 lb-ft @ 1250 rpm
REDLINE 7000 rpm
WEIGHT TO POWER 14.5 lb/hp
TRANSMISSION 8-speed automatic
AXLE/FINAL-DRIVE RATIO 3.15:1/2.10:1
SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multi-link, coil springs, adj shocks, anti-roll bar
STEERING RATIO 15.0:1
TURNS LOCK-TO-LOCK 2.8
BRAKES, F;R 12.3-in vented disc; 11.8-in vented disc, ABS
WHEELS 8.0 x 18-in, cast aluminum
TIRES 225/45R18 91Y
WHEELBASE 110.6 in
TRACK, F/R 60.3/61.9 in
LENGTH x WIDTH x HEIGHT 182.5 x 71.3 x 56.3
TURNING CIRCLE 37.1 ft
CURB WEIGHT 3480 lb
WEIGHT DIST., F/R 50/50 %
SEATING CAPACITY 5
HEADROOM, F/R 40.3/37.7 in
LEGROOM, F/R 42.0/35.1 in
SHOULDER ROOM, F/R 55.1/55.1 in
CARGO VOLUME 17.0 cu ft
TEST DATA ACCELERATION TO MPH
0-30 1.9 sec
0-40 2.9
0-50 4.1
0-60 5.6
0-70 7.4
0-80 9.5
0-90 12.0
0-100 14.9
PASSING, 45-65 MPH 3.0
QUARTER MILE 14.2 sec @ 97.8 mph
BRAKING, 60-0 MPH 107 ft
LATERAL ACCELERATION 0.90 g (avg)
MT FIGURE EIGHT 25.9 sec @ 0.69 g (avg)
TOP-GEAR REVS @ 60 MPH 1750 rpm
ENGINE TYPE Turbocharged I-4, alum block/head
VALVETRAIN DOHC, 4 valves/cyl
DISPLACEMENT 121.9 cu in/1997 cc
COMPRESSION RATIO 10.0:1
POWER (SAE NET) 240 hp @ 5000 rpm
TORQUE (SAE NET) 255 lb-ft @ 1250 rpm
REDLINE 7000 rpm
WEIGHT TO POWER 14.5 lb/hp
TRANSMISSION 8-speed automatic
AXLE/FINAL-DRIVE RATIO 3.15:1/2.10:1
SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multi-link, coil springs, adj shocks, anti-roll bar
STEERING RATIO 15.0:1
TURNS LOCK-TO-LOCK 2.8
BRAKES, F;R 12.3-in vented disc; 11.8-in vented disc, ABS
WHEELS 8.0 x 18-in, cast aluminum
TIRES 225/45R18 91Y
WHEELBASE 110.6 in
TRACK, F/R 60.3/61.9 in
LENGTH x WIDTH x HEIGHT 182.5 x 71.3 x 56.3
TURNING CIRCLE 37.1 ft
CURB WEIGHT 3480 lb
WEIGHT DIST., F/R 50/50 %
SEATING CAPACITY 5
HEADROOM, F/R 40.3/37.7 in
LEGROOM, F/R 42.0/35.1 in
SHOULDER ROOM, F/R 55.1/55.1 in
CARGO VOLUME 17.0 cu ft
TEST DATA ACCELERATION TO MPH
0-30 1.9 sec
0-40 2.9
0-50 4.1
0-60 5.6
0-70 7.4
0-80 9.5
0-90 12.0
0-100 14.9
PASSING, 45-65 MPH 3.0
QUARTER MILE 14.2 sec @ 97.8 mph
BRAKING, 60-0 MPH 107 ft
LATERAL ACCELERATION 0.90 g (avg)
MT FIGURE EIGHT 25.9 sec @ 0.69 g (avg)
TOP-GEAR REVS @ 60 MPH 1750 rpm
Last edited by danny951; 02-17-2012 at 02:35 PM.
02-17-2012, 03:18 PM
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Supposedly the N20 (the new 2.0T in the F30 328i) with the 8AT will get MPG similar to the outgoing diesel 335d 6AT, making the 335d's future even more precarious in the US.
The 335d, arguably one of the best DD sedans available in the US lately, didn't sell well at the end. Still quite a few NIB 2011s on lots. Will be interesting to see what BMWUSA does next about diesels. Would be a shame if they lost nerve just as popular perceptions about diesels are changing in this country.
Perhaps the answer is to bring a less powerful but more economical diesel such as the 323d. Should grab plenty of headlines with at least 45 MPG!
The 335d, arguably one of the best DD sedans available in the US lately, didn't sell well at the end. Still quite a few NIB 2011s on lots. Will be interesting to see what BMWUSA does next about diesels. Would be a shame if they lost nerve just as popular perceptions about diesels are changing in this country.
Perhaps the answer is to bring a less powerful but more economical diesel such as the 323d. Should grab plenty of headlines with at least 45 MPG!
02-17-2012, 03:20 PM
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What exactly do you want to know? I've owned both an E92 335i and my 951. The cars couldn't be more different from one another, really can't make any comparisons between the two.
The 951 is old, lacking of any comfort and tech goodies, is lighter on its feet, and Inspires a much higher level I connection between driver and car.
The 335 is heavy compared to the 951, cushy and full of modern conveniences.
If I were to choose between the new 328 and 335 I would choose 335. The modding potential is higher, and there is already an aftermarket for the N55 engine. Plus, who doesn't like more power out of the box?
Brian
The 951 is old, lacking of any comfort and tech goodies, is lighter on its feet, and Inspires a much higher level I connection between driver and car.
The 335 is heavy compared to the 951, cushy and full of modern conveniences.
If I were to choose between the new 328 and 335 I would choose 335. The modding potential is higher, and there is already an aftermarket for the N55 engine. Plus, who doesn't like more power out of the box?
Brian
02-17-2012, 03:28 PM
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What exactly do you want to know? I've owned both an E92 335i and my 951. The cars couldn't be more different from one another, really can't make any comparisons between the two.
The 951 is old, lacking of any comfort and tech goodies, is lighter on its feet, and Inspires a much higher level I connection between driver and car.
The 335 is heavy compared to the 951, cushy and full of modern conveniences.
If I were to choose between the new 328 and 335 I would choose 335. The modding potential is higher, and there is already an aftermarket for the N55 engine. Plus, who doesn't like more power out of the box?
Brian
The 951 is old, lacking of any comfort and tech goodies, is lighter on its feet, and Inspires a much higher level I connection between driver and car.
The 335 is heavy compared to the 951, cushy and full of modern conveniences.
If I were to choose between the new 328 and 335 I would choose 335. The modding potential is higher, and there is already an aftermarket for the N55 engine. Plus, who doesn't like more power out of the box?
Brian
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02-17-2012, 03:46 PM
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Thanks for the insight on owning both, speedreak. i'm not a buyer right now, but it's good to hear perspective from someone who has owned both. The article explains that the 328 is more nimble and better on the track vs the 335
02-17-2012, 05:27 PM
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I used to own an E93 335i (and still own an E90 330i). Judging by the frequency of complaints on forums, the majority of problems with the N54 were fixed by the TSB/recall a year ago.
They (finally) got it right, seems the part # introduced in 2011 along with the software updates did the trick (some people also had injectors replaced). All under warranty, free of charge. My dealership also had loaner cars available by appointment.
FWIW, a lot of people were like me, having their pump replaced for the first time under this recall, i.e. never having suffered a failure. OTOH some people were quite unlucky, qoing through multiple replacements before the recall. People have speculated that those multiple failures might have been the result of something else (e.g. injectors) that dealerships or perhaps even BMWNA did not adequately diagnose.
The N55 never seemed to have this problem in the first place--perhaps only a few isolated incidents of HPFP failure.
They (finally) got it right, seems the part # introduced in 2011 along with the software updates did the trick (some people also had injectors replaced). All under warranty, free of charge. My dealership also had loaner cars available by appointment.
FWIW, a lot of people were like me, having their pump replaced for the first time under this recall, i.e. never having suffered a failure. OTOH some people were quite unlucky, qoing through multiple replacements before the recall. People have speculated that those multiple failures might have been the result of something else (e.g. injectors) that dealerships or perhaps even BMWNA did not adequately diagnose.
The N55 never seemed to have this problem in the first place--perhaps only a few isolated incidents of HPFP failure.
