1996 BMW 328i - Driving Impression - European Car

We watched; we waited; we envied. Since the beginning of 1995, Europe has been enjoying a 325i successor-called the 328i-that boasts a stronger, more refined inline-six engine, while North American enthusiasts have had to remain content with the previous version. Not that the 325i is an underpowered car; we've dealt out plenty of praise for its quick-revving inline-six over the past few years. With excellent handling, precise steering, and a high fun factor, the 325i is like a sports car in stealthy clothing. It may seem content with day-to-day commuting, business lunches, and trips to the mall, but in its heart, it yearns to be unleashed on a winding backcountry road; the twistier, the better. Yet, despite its many attributes, one area in which the 325i falls short is in low-end, hard-launching, tire-burning torque. It's the most obvious chink in the 325i's performance armor, and precisely what the new 328i tackles head-on.

Fortunately, the 328i is now available at BMW dealers in three flavors: sedan, coupe, and convertible. In fact, some of the sedans are being built at BMW's Spartanburg, South Carolina, plant. Don't look for any dramatic styling changes, though: The 328i retains the 325i's body and interior styling, verbatim. Ditto for the chassis elements. Aside from new badging on the trunklid and a couple of new interior features, all the real action is under the hood.

Replacing the familiar 2.5-liter DOHC 24-valve inline-six used in the 325i is a more evolved 2.8-liter version; the extra displacement comes from a nine-millimeter-longer stroke. This is the same six used in BMW's new 528i. While horsepower is up only marginally-from 189 to 190-the real difference the 2.8 makes can be felt readily in its strong, flat torque curve, peaking at 207 pound-feet at 3950 rpm-a 15-percent improvement over the 325i's 181. The torque comes on low, already mustering 181 pound-feet by the 2000-rpm mark, and sustaining an ample supply of thrust through 6000 rpm.

This gives the 328i a stronger off-the-line launch and better response for highway passing and hill climbing. BMW claims the new car can accelerate 0-100 km/h (62 mph) in 7.3 seconds; our most recent 0-60-mph time for the 325i was 8.0 seconds. In addition, on a recent test drive in Germany, the 328i remained confidently stable and controlled during autobahn blitzes right up to its electronically limited 124-mph top speed.

In addition to the increased displacement, the 2.8 has been tweaked further for better fuel economy, lower emissions, and smoother operation. Among the improvements are lighter connecting rods and valve-train components, more-precisely balanced camshafts, modified intake and exhaust manifolds, dual oxygen sensors for improved emissions and exhaust-flow control, and a dual-pipe muffler with electronically controlled valves to control low-frequency noise without compromising power.

While the European version gets an aluminum block, which trims about 70 pounds in weight, BMW claims that high sulphur content in some American fuel formulations requires that North American models retain the cast-iron crankcase similar to that in the 325i.

The sum total of these modifications is an inline-six that, besides offering a welcome dose of oomph, is smooth and civilized in most driving situations. Only above about 5000 rpm does a little (very little) buzz creep into the shifter and pedals. Noise is well controlled, with a nicely tuned exhaust note providing just the right touch of sportiness.

The 2.8 six can be coupled with either a five-speed manual or four-speed automatic transmission. Optionally available is BMW's sophisticated ASC (Automatic Stability Control and Traction) "anti-spin" system.

Making the 328i even more attractive is the fact that base prices have stayed relatively in line with last year's models. The sedan is up $450 to $32,900, and the convertible's price has increased $490 to $41,390, while the coupe is actually down $510 to $32,990.