HE CURRENT 3-SERIES, FIRST
T
seen in 1998, has undergone further
development in the last few months,
largely under the skin. It will take a real
aficionado to spot the subtle exterior styling
tweaks, but under the bonnet of the 318i and
320D (diesel), things are really different.
In fact, the nomenclature of the various
models can no longer be relied on to tell
the size of the engine – the 318i is, in fact,
a two-litre, for example. Its power is up by
21 per cent, but that’s almost by the way.
This engine uses no throttle plate;
instead, its deep (or shallow) breathing is
determined by valve timing (which isn’t
new), but also by the degree of
valve-opening (which is). So, a computer
interprets the message from the driver’s
right foot and instructs an electric motor
(and thus the inlet camshaft) to meet the
need of the moment.
Result: no pumping losses, better fuel
mixing and improved mpg. This makes the
318i a significantly cheaper tax
proposition; CO2 emissions are well below
those of petrol rivals, while pain at the
pumps is less severe, too.
But what about the rest of the car? BMW
has stiffened the suspension; obviously,
the softer settings that prevailed on the
ordinary four-cylinder cars since 1998
haven’t pleased younger, press-on drivers.
Now, it’s the turn of those who like a more
relaxing time to decide whether the model
has gone too far the other way. Driving a
Rover 75 after the 318i makes the BMW
feel very unsettled on indifferent secondary
OVERTAKING
ABILITY
BMW_318I_SE4DOORSALOON_R0214.PDF
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