Tag Archives: 3 series

Differences and Similarities Between The BMW 328i and BMW 320i

BMW’s three series has been the gold standard in the sports sedan class for decades. The latest G20 variant of this nimble four-door features a revamped set of powertrain options, fresh new sporty styling and a healthy dose of technology to bring BMW interiors up to snuff with the competition from Audi, Mercedes and Lexus.

Prices can climb quickly as you move through the three series hierarchy, so it’s important to know how one model compares to another.

The base-model 320i has only recently become available as a US-market offering, however with the efficient new line of turbo four-cylinders providing all the power many buyers need, you have to ask whether it’s worth spending the extra money to upgrade.

Motivation

BMW 330i GT Luxury Arktikgrau

The 328 is eight more than the 320. In BMW language, that’s good for a boost of 60 horsepower and lb. ft. of torque thanks to a higher state of tune for the 328i’s 2.0-liter engine.

So do you need the extra shove? With 180 horsepower and 200 lb. ft. of torque, the 320i makes the 0-60mph run in under seven seconds. That was proper performance-car quick a few decades ago, and it’s plenty of power to get you up to highway speed and making passes without fearing for your life. It’s nothing BMW should be ashamed of.

The 328, then, is a good option for the buyer who appreciates a more effortless feeling car. While the 320i’s lower boost settings make it more efficient, and not under-powered, you’ll probably find yourself putting your foot into it a little more often. So if that kind of thing stresses you out, choose the still-efficient 328i model and enjoy the extra ponies.

Technology

Interior trim and bodywork are largely shared between the sister 3ers, and it’s the technology where the 328i really sets itself apart. If you appreciate modern driver aids, you might be inclined to drop the extra coin and spring for the more tech-laden 328i.

The 328 gets upgrades to a touchpad GPS navigation system and upgrades your audio equipment from the 205-watt base stereo to BMW’s more premium Harmon-Kardon system.

If you’ve never experienced a premium BMW sound system, you’re in for a treat with the Harmon-Kardon, which we can guarantee is putting out well in excess of 205-watts.

The fancy stereo is a nice touch if you’re an audiophile and might come in handy on long road trips. Then again, if you just need a way to hear your favorite radio station and aren’t interested in the HD radio and other perks of the upgraded system, you can probably live without it.

Bottom Line

You’ll have to pay a $6000 premium to step into the 328i from the 320i. That’s a significant price bump, but not entirely unreasonable considering that you’re getting enhanced engine output. Still, if you’re just dead-set on the performance, you could probably find a tuner chip that would increase the 320i’s output for considerably less.

Realistically, budget-conscious BMW buyers should stick to the 320i unless there is something very specific they like about the 328i.

If you’re going to spend more money anyway, it makes sense to step up to the much more handsomely-adorned 330i or even higher models which feature 6-cylinder power and a gamut of additional upgrades. But that does cost money!

How are those Cooper’s Doing?

I have not exactly been the best at updating how my Cooper RS-3 G1’s have held up the past several months. So I thought about it: why have I not written more about them? Tires are a pretty important component of the performance car after all. Then it hit me: It’s because they’ve been so damn good. Seriously, it came to a point where I didn’t know what else to say about them.

Last I checked in, it was winter time, and the G1’s handled the California rain onslaught with ease. Credit to the all-season design. Living in the Sacramento region, we received the gift of well over 30 inches last season. Over THIRTY! Normally, Sacramento gets the south side of twenty, so this past year has been wet to say the least. I didn’t mind, however, as I saw more chances to perform subtle oversteer corrections through corners. Yes, they did disconnect a little on roads with an inch deep of standing water, but besides that special circumstance they were quite amiable. Cruising at 70 MPH in the rain? No problem. Even when I did hit the deeper puddles, the car tracked straight and true right through it.

Then summer came with the heat. I literally do not think I ever got these tires to squeal, that’s how much dry grip they possess. My ZHP would show serious body roll in spirited driving and yet the rubber was dead silent, as if they were saying, “oh come on! Let’s go!” They’re named the G1 as to say that they can carry 1 G of lateral grip. And I believe it; They far outperformed the capabilities of my ZHP’s stock chassis and suspension.

Communication through the wheel was terrific as was steering response. The steering could be a bit busy, wandering a bit on the road sometimes but that’s more down to the fact the odometer rolled over 140,000 miles. They were far less meandering than the aging Sumitomo’s fitted prior. Furthermore though, the Cooper’s were dead quiet at speed and comfortable as heck over bumpy roads. Larger impacts of road reflectors and potholes still could cause a shudder throughout though, but that’s to be expected.

But the best part was the tread wear. Even after about 8,000 miles, the tires looked brand new. Wear was very even throughout as well, being not even close to halfway worn. On a staggered setup like on the ZHP, Cooper guarantees the tread life to 25,000 miles, a number that should be attained with ease. On a square patter, that number rises to an astounding 50,000 miles as long as you rotate tires.

So there you have it: Cooper’s Zeon RS-3 G1. For an everyday tire with some serious performance, and longevity, it’s a world class affair. And it’s an all-season compound too, that’s why it works so good in the inclement weather too. Price is quite competitive too and they’re available now on Tire Rack, so if you’re in the market for some rubber, put these on your shortlist. Well done, Cooper.

My Buddy Found this in an M3’s Oil Pan…

You don’t need to be a Nobel Laureate to know that E46 M3’s have a few issues. Let’s see, there’s Vanos, rod bearings, and cracked subframes to name a few. But when these cars work, oh man are they the bestest. I wrote that last sentence like a twelve-year-old, because that’s what an E46 M3 does to me; They make me feel like a kid again. I get all giddy inside and all I want to do is put my hands all over it and go fast. It’s one of the car fountains of youth. I’ll own one someday.

It was yesterday, however, when my friend on the other side of the country set about to take up a mountainous task: Changing an E46 M3’s rod bearings. It’s not his own car, but a friend’s. He used his own as a guinea pig to rather good success, as so he told. And now he’s applying his talents to another specimen. Hope he’s getting somewhat compensated for his journey to Mordor…But, this article isn’t about rod bearings though.

So I’m at work when he sends me the photo above. The caption? “This was in Harper’s oil pan…” Yikes. Doing the rod bearings does require dropping the oil pan. Normally, you should only have oil in there, not metal parts. These look like 9mm bullet casings though. What could they be from?  My friend has pointed to the Vanos system for fault. The car in question was bought with the prior owner stating that the Vanos had been replaced. Why was it replaced? Likely because it exploded, made obvious by the loose gaggle of parts. But, they didn’t fish out the parts that grenaded, just put new in. What are those metal pieces exactly? Could be a roller bearing in the oil pump or drive disc.

Either way, the amazing thing is that the car is fine. Who knows how long this debris has been in the pan. A win on BMW’s part for putting a shield in the pan to prevent the oil pump from sucking it up and distributing throughout the engine. That would’ve made things go bang.

I’m not saying everyone should drop their oil pans just to see if they have metal bits in there. Or you could drop your oil pan and find a gold Rolex. But maybe use it as a buying lesson. The prior owner DIY’d the Vanos, so when buying an E46 M3, make sure you really trust them as a mechanic. If the owner says he did “everything himself” but acts like a clown school dropout, maybe it’s best to walk away. The M3 in question though, it’s not giving up that easily!