What’s it like?
It sounds like a Focus ST when you press the starter button. Why a twin-turbo six should produce such a raspy parp from its tailpipes as the engine catches is a mystery. But at idle this is an inexpensive-sounding motor. Equally, this is possibly the only aspect of its performance that isn’t very, very impressive.With nauseating predictability, BMW has tried its hand at turbocharging and got it pretty much licked first time around. And by ‘first time around’ I am, of course, talking about the modern era and therefore ignoring the 2002 Turbo and the hilarious non-UK 745i from the mid-1980s.We’ll discuss the finer points of its installation and performance in a moment, but there is just one observation that needs to be made first: you just don’t ever know it’s turbocharged.There is a reason for this: compared with many turbocharged engines, this is a very light form of forced induction. From 2979cc it produces 302bhp at 5800rpm, which sounds impressive until you realise that the new 330i manages 272bhp without an octopus hanging off its exhaust manifold. No, BMW clearly identified everything from the turbocharging handbook that was anathema to its engineering values, and has developed this motor accordingly. Response and low emissions vetoed crazy outputs, and the results are more interesting than bluntly impressive.Using two small turbines - one each for three cylinders - and piezo direct injectors placed between the valves for extremely accurate fuel delivery and therefore perfectly judged mixture and vaporisation, BMW has managed to pull off the required confidence trick.Select fourth gear at 800rpm, open the throttle wide and it just pulls. No hesitation, nothing to indicate the presence of a turbocharger, just a small step in power at around 4000rpm, which is a variable valve phase and nothing to do with the turbo.This is a very fast car. With 295lb ft of torque from 1300rpm all the way through to 5000rpm, it will chomp through dawdling traffic. And, in the BMW tradition, it still likes to rev to around 6500rpm if required, although it becomes a touch breathless over the last 200rpm.None of this would be worthwhile if the claimed 70kg weight saving over an equivalent V8 failed to help the chassis shine.Mostly, it does. There are only two reservations: the test car was running optional 18-inch rubber and the ride was unnecessarily harsh, and I can’t give you an accurate assessment of the car’s steering because ours was fitted with BMW’s infernal active rack. It is lifeless, arcade game stuff that doesn’t belong on a car whose chassis is otherwise so well developed.
Should I buy one?
The cleverest aspect of the 335i is the role that it will play in the 3-series range. With the previous model, there was a chasm between a loaded 330i and the M3 that often meant people chose the wrong car for their needs. This version bridges the gap perfectly by being far more the junior GT, poor ride notwithstanding.It also provides valuable breathing space for the forthcoming M3; now that the range has a discreet but devastatingly fast ‘normal’ variant, it can allow some level of evil to be acted out on the M-car.As ever, the upright body shape means the 3-series coupé offers all the practicality most owners will need. The boot is two-golfbags big, the rear seats are now two individual buckets but large enough for all but the tallest, and in response to feedback from E46 coupé owners, the seatbelt now comes to meet you as the door closes.It’s a very polished product. In fact, fitted with the slick new six-speed auto and splattered with options, it would complement the lives of many prospective M3 owners far better than the car they’re currently waiting for. Think of it as that junior GT, and for around £33,000 it is extremely good value.