BMW 330I For Sale

HOME ROAD TESTS BMW BMW 330I BMW Driven: BMW 1 Series M Coupé Driven: BMW M3 GTS Driven: BMW 535i SE Driven: The New BMW 5-Series Driven: BMW 760Li BMW Z4 The new BMW M3 BMW Z4 M Coup� BMW 335i Coup� BMW Z4M Roadster BMW M6 Hartge H1 BMW M3 CS BMW 130i M Sport BMW M5 BMW 330i BMW 645Ci BMW 630i BMW 535d Hamann Las Vegas Wings Hartge Z50 BMW Z4 Alpina B3 3.3 BMW M3 Tuesday 19th April 2005 BMW 330I Many BMW 330i owners will never know just how good their car is. Nick Hall explains. BMW 330i It�s a sad fact of life that many BMW 330i owners will never realise just how good their car is. The true virtues of the middle managers� outside lane pounder of choice will simply stay a secret, well hidden behind the traction control button and comfy leather seats. That�s a shame because inside this icon of corporate greed, now in its fifth generation, there�s a top coupe just waiting to show a clean pair of heels to anything in its class and a good few besides. After a jaunt that started in Seville, stopping off near Marbella, and then through Spain�s substantial mountain ranges, on to Madrid, Pamplona and up through France, I can safely say BMW has once again lifted the dynamic bar in the compact executive sector. If Audi and Mercedes were worried before, they could now be forgiven for weeping and rocking in a corner. Words and pictures by Nick Hall Performance The engine is immense. It�s the same powerplant that featured in our 630i road test (see link below), so you may already know how impressive it is. It�s a groundbreaking unit with a number of tricks, including extensive use of magnesium, that combine to make this the lightest three-litre, six-cylinder production petrol engine in the world. It not only provides 258 stampeding horses, it also pumps out 220lb-ft of torque, which is sportscar levels of propulsion in-gear. Press the throttle down hard, though, and the box will kick down and send the car flying down the road at an obscene rate. This car is capable of monumental bursts of acceleration -- in normal road use you just won�t worry the last third of the throttle�s travel. I know the top end speed of 155mph is a lie after taking it off the 160mph clock on a late night run on a deserted Spanish toll-road and the 0-62mph of 6.6s, 6.3s for the manual, feels massively conservative from behind the wheel. In the 3 Series, with perhaps a little less insulation than the 6, the engine is even more raucous when revved hard and this car never felt short of shove all the way to the redline. I drove the automatic version, but made full use of the SMG sequential change mechanism that gets better with each generation. Transmission The M5�s box, when we can get hold of it, will undoubtedly be the cream of the crop, but even the entry level model�s SMG is now so advanced it�s hard to imagine how a human foot could improve the process. It might still change up on you if you hold it on the redline, but for the most part this system has now evolved to provide manual control with auto convenience. Generally I demand a manual box, enjoying the act of changing gear as much as the overall control, but even the most ardent manual fan should test this variant before dismissing it. It has a few surprises in store, too. Plant your foot, even in manual mode, at 130mph, and it will change down two gears to fourth and scream off towards the 155mph limiter. Ride and roadholding The ride isn�t perfect, but it�s not meant to be. The BMW insignia doesn�t just suggest that you�re a golf club member, furnished your home almost exclusively at Ikea and are on your way up the corporate ladder, it also announces the arrival of the tautest, most driver-focussed machines in its class. Mercedes' are more luxurious, Audis sensible and Jaguars come with special compartments for carpet slippers and Wurthers Originals. BMW prizes the driving experience above all else. It might be massive over-engineering considering most will only hurry between appointments, but then that commitment to the apex means that the 3 Series is sharp as a razor in everyday life, should never be caught out in normal conditions and belongs here. In fact the only way to unstuck that finely honed rear is with gratuitous use of the right boot. It doesn�t react well to trail braking, which leaves it nervous and unbalanced, but get slowed down before the corner and the car will ride the edge with all four tyres gently squirming under the loads and drifting in unison. Any saloon washes out into understeer if pushed beyond the limits, but it was barely detectable as we hurled the lithe 1,540Kg creation into bends. It floats through bends, refusing to step out, until you learn to push its limits and then it will take the exit with any level of oversteer you care to dial in. Feeling the four-wheel-drift kicking in time after time, it became blatantly apparent that the 3 Series is so much better than most of its owners will ever realise it�s almost criminal. That�s why all BMWs come with a 50/50 front/rear weight distribution, which is a better basis than most sports cars provide, thanks to mixing up the materials in the chassis and suspension to finely balance the machine under the right pedal. Each wheel sits right in the corner, too, in a barely compromised design, and no overhangs is just common sense when it comes to handling prowess. There�s also that four-piece rear axle that may contribute to the disconcerting high-speed floating over cut-up roads, together with the run flat tyres, but pushing at the limit it was mind-blowing. Many so-called sports cars don�t provide the feedback, feel or instinctive driving thrills on offer in the new 3. The mere thought of the new M3 is enough to send drool cascading down my chin, but for now the 330i is as much car as you can get, and as much as you�ll need. Look and feel The pinched-in front and rear hide the fact that the new car is actually bigger in every dimension than the outgoing 3 Series. Its sporting prowess was a key part of the design and the low slung roofline contributes to the impression that it�s smaller than it really is, and the 3 Series undoubtedly leads the way in this class when it comes to dynamic good looks. Internally, it�s a cut-price 5 Series environment, with slightly inferior plastics and lower grade leather, but still a stunning cockpit for this class. It�s a clutter-free, driver-focused place of work with a perfect driving position, all-round visibility and every control required available from the steering wheel. Conclusions Every time I�ve tested a new BMW recently I�ve spent days seriously analysing the bank balance to see if it could take the monthly payments. BMW has moved on to another level and, the entry-level 1-Series aside, it's currently so far ahead of the game it's not even funny. Not everyone will appreciate just how good the BMW 330i is, but then they don�t have to. We will know this �28,455 legend is the king of its class, and the master of many besides. Related tests BMW 630i BMW 645Ci Author: Nick Hall 18 comments on this story Latest comment by outnumbered Term & Conditions Hosted by Carrenza Copyright © 1998-2010 PistonHeads.com ® Speed Matters ® || ", 'plr_ContentType': 'PAGESKIN', 'plr_ContentID': 'myContent', 'plr_ContentW': 994, 'plr_FrameTop': 90, 'plr_FrameSide': 130, 'plr_FrameBottom': 90, 'plr_HideElementsByID': '', 'plr_HideElementsByClass': '', 'plr_NoSkinInSkinResize': true }; var objPageSkin = new InSkin.Base('myPageSkin'); EVO NEWS CAR REVIEWS DATA VIDEOS FEATURES USED CARS BUYING GUIDES TRACKDAYS COMMUNITY WIN 3 ISSUES FOR £1 SHOP Search evo REGISTER LOGIN Free Newsletter Car Reviews : evo Car Reviews BMW 3-Series BMW 330i Rating: It may look plain, but the new 3-series is a joyous return to BM's finest dynamic form By Jethro Bovingdon/David Shepherd January 2005 Confidence is a quality that BMW has always had in abundance. Even when the Chris Bangle-styled 7-series stunned the world and sold in a steady trickle rather than a rich stream, even when the collective motoring world - other designers, journalists and the public alike - wondered whether finally BMW had lost the plot. Now, just when that confidence looks justified; when the 7-series has established itself as the most successful big BMW ever; when the 5-series has made all of its competitors look a bit old-fashioned and the 1-series has been well-received by the buying public, BMW seem to have had a minor crisis of confidence. The new 3-series is neat, attractive and cohesive but viewed with eyes that have grown accustomed to intriguing, compelling and slightly left-field BMWs, it seems a bit of a cop-out. Of course the 3-series is BMW's bread-and-butter car (over 3 million have been sold in 30 years) and as such it's been decided that it needs to appeal to a broad customer base. I'm sure it will, but for me it doesn't proffer much real excitement, simply because it seems a bit too familiar - a car glancing in the rear view mirror rather than leading the charge at the head of the wacky 7, 5, 1 and Z4. Fortunately, underneath the rather conservative skin lies a car chock-full of mechanical and electronic sophistication, blessed with exceptional composure, real agility and a drivetrain that leaves its opposition for dead. The E90, like the four generations of 3-series before it, redefines a class of its own making. After the relative disappointment of the 5-series and Z4, it feels good to say that BMW is back to its best. If you're after a compact sports saloon, the 3-series is the only viable choice. Perhaps that's no surprise. The E46, even in its last year of production, was arguably still the class leader in terms of dynamic polish, but the gap has been narrowing rapidly in recent years. Spend a little time with the engineers and executives behind the new 3 and you quickly realise that this is a situation that won't be tolerated within BMW. The 3-series, above all others, must be a car that simply annihilates its rivals. To achieve this, BMW has thrown everything it knows at the new 3. The 330i, the most powerful version at launch (along with four-cylinder 320i and 320d, and six-cylinder 218bhp 325i), features the stunning new magnesium alloy straight-six we sampled last month in the 630i. Extensive use of aluminium in the body structure has pegged the weight of the 330i to 1525kg (just 15kg heavier than its predecessor despite the substantial growth in size, but slightly more than an equivalent Mercedes C-class). The 3-series can be specified with the controversial iDrive control centre and the much-maligned Active Steering - a system that essentially gives a super-quick rack at low speeds and gradually slows steering response with speed. Other technical highlights include optional adaptive headlights that turn in accordance with the steering wheel (particularly useful when you've got a half-turn of opposite lock dialled in and it's a bit dark, I'm sure), a new lightweight front axle and five-arm rear axle and an incredibly sophisticated DSC stability system. It's capable of 'drying' discs in the rain with imperceptible applications, priming the braking system when it senses you're about to make an emergency stop (when you sharply release the accelerator) and increasing brake assistance as brake temperature rises to mask the effects of fade, as well as introducing a more lenient DTC mode that means you can enjoy a bit more oversteer before it calls a halt to the fun. In conjunction with Active Steering, the DSC brain can even apply corrective lock of up to 5 degrees (which is as much as 60 degrees of input at the steering wheel) should the car start to slide. Let's get the criticisms out of the way first. Our 330i was fitted with Active Steering and it's still not the miraculous, must-have device that BMW would have you believe. At very low speeds (in town, for example) it can feel a bit jumpy and difficult to modulate, and at high speed there's a curious lack of self-centring and a sticky inertia that you have to overcome to dial in lock. It's better on medium-speed flowing roads that require positive inputs but even then it's not the last word in feedback. Even so, after very little exposure you get used to the system until you very rarely think about it at all. Okay, now the good stuff. The engine is a peach; silky smooth and working hard low-down only to really come alive as you start to extend it towards the 7000rpm redline. And the noise is fantastic. It's probably notched up a degree or two compared with the E46 when you're enjoying the full rev- range but such is the quality of the note you'll be happy with the intrusion. It's not M3-raspy, but the slightly deeper note is perhaps even more beguiling. The wonderful engine finds the perfect ally in the much-improved six-speed manual gearbox. It's similar in throw to the last 3-series but there's none of the notchiness that often interrupted progress, just slick, wristy shifts. BMW's manual 'boxes have been getting better and better, but this is the pick of the bunch and the smooth clutch uptake and nicely located pedals make heel-and-toe downshifts a rare treat. Getting into a rhythm in this car is just so easy. The supple, controlled chassis plays a strong supporting role to the tight drivetrain. An incredibly stiff structure (25 per cent more rigid than the E46) helps, and the damping manages to combine a genuinely supple ride with strong body control. Cornering isn't a roll-free affair but rarely does the 330i lurch or bob uncomfortably from one side to the other through rapid direction changes. It takes its angle, quickly settles and then digs in. Not even the run-flat tyres upset the composure, only making themselves known on badly surfaced braking areas, where the wheels momentarily feel like they're flapping around of their own accord. The DSC is still a little too keen to intervene on the default mode, and the corrective braking inputs are pretty heavy-handed, but in DTC mode (a quick prod on the DTC button just below the central air vents) things are better. You can edge up to the limits in safety and you quickly learn that the 330i is vice-free and has a steadying degree of understeer should you overstep the mark. Some will find the balance a bit front-led in fact, but with DSC completely disengaged (keep that button depressed for more than three seconds) it's easy to curb the understeer and keep things neutral. Traction is remarkable, but should you feel inclined the 330i can be made to oversteer pretty much at will and it has a very fluid transition from steady-state understeer to an easily held slide. Even through the tricky, shaded parts of the launch route, the 330i was predictable and I was happy to keep the DSC switched off, safe in the knowledge that I'd have plenty of options should I misjudge a corner. Inside, the 3-series is very much a shrunken 5-series, which means great quality but a less driver-focussed dash than 3-series owners are used to, and somehow the ambience is less sporty than you'd hope. Combined with the quiet ride and general lack of NVH this might initially make you think that the 3-series has lost its edge, but in fact its ultimate grip and balance are better than ever. A dozen laps of Albacete racetrack (admittedly with the optional 'Sports' suspension: 15mm lower, reprogrammed Active Steering) proved that it's a neat handler when pushed to extremes, but it has an indulgent side that allows long, drawn-out slides if you flick it into corners on a trailing throttle. As an all-rounder the 330i is pretty tough to fault. It does the smooth, stress-free driving thing admirably but there's a real depth of chassis talent when you want to extend that fabulous engine. It is perhaps a shade too understeery with the standard suspension, and we didn't get a chance to try the Sports option on the road so it's impossible to comment on the sacrifices in ride and general composure that the 15mm lower set-up imposes. Even so it's a rewarding car to drive hard and has a purity of response and driver-dictated balance that none of its rivals possess. Our advice is to try both Active and conventional steering systems before committing. But don't be fooled by the slightly disappointing styling, because the new 3-series hits its target. And then some. For an alternative review of the latest BMW 3-Series visit our sister site carbuyer.co.uk More BMW 3-SERIES: News, Spy Shots: BMW 3-Series facelift News, evo News: New 3-Series Revealed Car Reviews, Long Term Tests: BMW 335i Touring Car Reviews, Long Term Tests: BMW 335i Touring Car Reviews, Long Term Tests: BMW 335i Touring Car Reviews, Long Term Tests: BMW 335i Touring Car Reviews, Long Term Tests: BMW 335i Touring Car Reviews, Long Term Tests: BMW 335i Touring Car Reviews, Long Term Tests: BMW 335i Touring Car Reviews, Long Term Tests: BMW 335i Touring Car Reviews, evo Car Reviews: Hartge Spirit S3-3.5 Car Reviews, evo Car Reviews: BMW 335i Cabrio Car Reviews, evo Car Reviews: BMW 335d Car Reviews, evo Car Reviews: BMW 320si Car Reviews, evo Car Reviews: DMS BMW 330Cd Car Reviews, evo Car Reviews: BMW 330 CD Sport Car Reviews, evo Car Reviews: AC Schnitzer BMW 330Ci s/c Car Reviews, evo Car Reviews: BMW 330Cd Car Reviews, evo Car Reviews: BMW 330Ci Clubsport Related Index Pages BMW BMW 3-Series evo magazine.Click here and get 3 issues for just £1!">Click here and get 3 issues for just £1! For more performance car news and reviews, subscribe to evo magazine. < Previous Next > 0 Comments Bookmark this post with: More CAR REVIEWS evo Car Reviews Long Term Tests Citroen DS3 R review Electric Nemesis review New Stratos supercar review Driven: Audi quattro Concept New BMW X3 review Porsche 911 Carrera GTS review Seat Ibiza review See all evo Car Reviews Renault Clio Williams Ford Fiesta Zetec S Radical Clubsport 1100 Radical Clubsport 1100 Infiniti G37S Coupe Ford Fiesta Zetec S Renault Clio Williams See all Long Term Tests Car Group Tests Audi R8 Spyder v supercar rivals Citroen DS3 v hot hatch rivals Aston Martin Rapide v rivals 370Z Roadster v its rivals Ibiza Cupra V Clio 200 Cup Mega hatch group test ECOTY 2009 See all Car Group Tests Advertisement Pictures EMAIL TO A FRIEND PRINT THIS evo RATING Stunning drivetrain, controlled chassis Looks a bit steady evo SPECIFICATIONS Engine: In-line 6-cyl, 2996cc, 24v Max power: 258bhp @ 6600rpm Max torque: 221lb ft @ 2500-4000rpm 0 - 60mph: 6.3sec (claimed) Top speed: 155mph (limited) On Sale: Now SPONSORED LINKS Company Website | Media Information | Contact Us | Privacy Notice | Subs Info Our Other Websites: The First Post | Auto Express | Custom PC | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Octane | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. All rights reserved.Licensed by Felden || ", 'plr_ContentType': 'PAGESKIN', 'plr_ContentID': 'myContent', 'plr_ContentW': 994, 'plr_FrameTop': 90, 'plr_FrameSide': 130, 'plr_FrameBottom': 90, 'plr_HideElementsByID': '', 'plr_HideElementsByClass': '', 'plr_NoSkinInSkinResize': true }; var objPageSkin = new InSkin.Base('myPageSkin'); EVO NEWS CAR REVIEWS DATA VIDEOS FEATURES USED CARS BUYING GUIDES TRACKDAYS COMMUNITY WIN 3 ISSUES FOR £1 SHOP Search evo REGISTER LOGIN Free Newsletter Car Reviews : Car Group Tests Mitsubishi Evo v Impreza v Vectra VXR v BMW 330i Vauxhall scares BMW! Mitsubishi Evo IX and Subaru Impreza STI meet the Vauxhall Vectra VXR and BMW 330i M Sport. Which delivers the best drive? Text: Jethro Bovingdon / Photos: Kenny P April 2006 The unmistakable high-rise spoiler of a Mitsubishi Evo is jinking and weaving ahead of me as we skim across Exmoor, black soot belching from its huge exhaust every time another upshift hits home. If the straight is long enough, the Evo pulls out a noticeable gap, and into the slower corners it steals another few yards. As the road opens up and tight corners melt into fast sweepers, the gap stabilises. Absolute acceleration counts for nothing now, it's the ability to carry speed that matters. And the Evo can't shake me off. You can only admire Mitsubishi's relentless pursuit of speed, efficiency and driver involvement. The Evo IX feels exactly what it is: a culmination of years of intense development I can't shake the car behind either, but as with the Evo ahead, the gap back to the Impreza is almost constant. On wicked roads, littered with sump scars from unseen undulations and always throwing-up nasty surprises - the kind of roads tailor-made for cars like the Mitsubishi and Subaru - an interloper is matching their every move. Incredibly - no, scrub that - shockingly, that car has a Vauxhall badge on its nose. The Vectra VXR is splitting the two hardest, most outrageous rally wannabes right down the middle. And despite significant horsepower advantages, not to mention the benefit of two extra driven wheels each, there's nothing they can do about it. Frankly, I'm staggered at the Vectra's sheer ground-covering ability. The roads are dry, which levels the playing field, but even so, none of us would have expected the VXR to live with the final car of this foursome, BMW's superb 330i M Sport, let alone get stuck into the rally reps. The 251bhp 2.8-litre turbocharged V6 is giving 26bhp to the Impreza and 75bhp to the ballistic Evo FQ-320 (we wanted a FQ-300, but there isn't one on Mitsubishi's press fleet), and at £23,995 it's easily the cheapest car here. To be honest we almost didn't include it in the test. It seemed like leading a lamb to the slaughter. But in two days it has won our respect and ruffled more than a few feathers. Rewind 48 hours and I'm getting my first taste of the VXR on the long slog down to Devon from our Northamptonshire base. At the same time, Roger Green is easing down the M5 in the 258bhp, £31,555 BMW 330i M Sport and Catchpole is yumping across the countryside in the 326bhp, £29,999 FQ-320, all of us homing-in on the Royal Oak in Withypool, our base for the next two days. One of the illustrious Fraser clan, on this occasion Antony, will arrive tomorrow in the latest, 277bhp Impreza STi, the closest in price to the VXR at £26,995. Predictably, given its sales-rep roots, the VXR feels perfectly at home on the motorway. The ride is controlled and supple, the engine barely perceptible over the gentle roar of massive 235/35 R19 Continental rubber (the 19in rims are a £500 option). It doesn't feel like a mundane repmobile, though. The seats grip you tightly and the turbocharged V6 is effortlessly muscular in the mid-range. It sounds great too: bassy, smooth, and full of intent. As with little-brother Astra VXR, the throttle response seems jerky - especially if you select Sport, which also stiffens the CDC constantly variable dampers and relaxes the traction and stability control systems - but the V6 has a well-judged delivery, the twin-scroll turbocharger coming in smoothly at 1500rpm, then dying off as the power ramps up, leaving you with the big-hearted shove of a normally aspirated V6. Okay, so 251bhp might seem a modest output for a turbocharged 2.8-litre engine, but on real roads and with a strong 262lb ft available between 1800rpm and 4500rpm, the Vectra feels as quick as its aggressive VXR styling tweaks would have you believe. I arrive at the Royal Oak wondering if anyone will listen to me when I tell them that the Vectra might just be a bit of a surprise... The morning breaks dry and bright, and the roads that criss-cross over the rolling hills seem wonderfully inviting. I'm as excited about driving this quartet as I have been since our Car of the Year horsepower-fest. To be honest I'm a bit supercar'd out (I know, your heart bleeds), and I'm looking forward to driving some real cars on real roads. Forget drama and escapism, the next couple of days will be about grubby real-world thrills with a chunk of aggression thrown in for good measure. Speaking of which, the Evo IX is calling. You almost feel sorry for the Vauxhall, BMW and even the Subaru when the Evo's four-cylinder engine wakes-up with its trademark flat metallic blare, its bassy exhaust underscoring the engine's digitally-programmed, rock-steady idle. The enveloping seats, plain, brittle dash and superb visibility are all very familiar, and as soon as you snick the slightly reluctant gearbox into first you know the Evo is about to hook into your nervous system and draw you into its world of frenzied power and fearless dynamics. Immediately it feels light, darty even, and after the relaxed gait of the VXR you sense that the Evo is an altogether more aggressive and demanding car. As the Evo has evolved, the ride has become less agitated and the damping more subtle; the engine too has gained some manners (especially with the addition of MIVEC variable valve timing in the IX), but there's no mistaking that the Mitsubishi's heart remains as hardcore as it ever was. These roads could have been designed to showcase the Evo's incredible agility, immense body control and explosive potential. The Bilstein suspension (first seen in the Evo VIII MR series) smothers the small-frequency bumps that characterise these roads, keeping the body flat and in total control. The front tyres are instantly and stubbornly responsive to your steering inputs. The rear is eager to help you hit every apex too: under power the tail edges out just enough to keep you perfectly on line, and as the turbo hits full boost the sidewall of the outside rear tyre seems to dig itself into the surface to ensure optimum, eye-popping traction. It might be an old formula, but with the Evo IX you sense that Mitsubishi has refined it to perfection. BMW has been refining the iconic 3-series for 30 years now, and although lacking the bristling aggression of the FQ-320, the new 330i, here with optional M Sport suspension, is a beautifully resolved package. As ever, the heart of the 3-series is another fantastic BMW straight-six engine. Rated at 258bhp and 221lb ft, it's pretty well-matched with the VXR, but the way it delivers is very different. With no turbo to bolster the mid-range, the 330i feels a bit weedy initially. But it's an engine that loves to rev, and when extended it quickly shrugs off the mild-mannered act and lunges for the limiter. Keep it over 4500rpm - when you hear it, you'll want to - and the 330i feels every inch a junior M3. You get so much from the BMW at low speeds, too. The interior is a million miles better than the other contenders here and there's a deep-seated quality to every control, be it an electric window switch or the short, firm shift of the six-speed 'box. The steering feels a shade heavy (this car isn't fitted with BMW's controversial Active Steering), but it's both accurate and willing to let you know about the subtlest changes in road surface. The 330i flows on the smoother sections of road with a composure and poise that even the Evo struggles to match; the engine giving up its power in an intense crescendo, the chassis completely within itself. There's almost no understeer, even when you're really working the tyres hard, and without a big glob of turbocharged torque upsetting the rear tyres there's abundant traction. With no limited slip diff, the 330i will light-up its inside rear tyre in tight turns, but aside from hairpins the BMW is always completely hooked-up. The middle pedal remains firm and responsive even after repeated hard stops, proving the brakes are up to the challenge, although they do feel super-sensitive, making them tricky to modulate smoothly. Still, it's rare that we ever feel so confident in the braking system of a BMW. Only a series of rapid-fire bumps peels back the 330i's immense composure, the suspension struggling to keep the wheels on the ground on occasion and giving you quite a rough ride. It's not as bouncy as a 130i, and the vertical movements never force you to back off, but you can't help wondering what the 330i might be like without heavy runflat tyres (in this instance Michelin Pilot Sports) taxing the suspension. Antony Fraser has arrived in the STi, which will probably confuse matters even further. VXR, Evo and BMW have already proved themselves to be capable and entertaining in equal measure, and now the latest STi, complete with trick Driver Controlled Centre Diff (DCCD) and Subaru's own version of active yaw control (using accelerometers to measure pitch and yaw), is ready to fight its corner. To be honest, with its gaping nostril and squinty eyes it already looks like it's punch-drunk. Roger nabs the keys first, and I jump into the VXR to see if it impresses on these much more challenging roads. I lead, and it quickly becomes clear that the Vectra has pace and composure to spare. The trick, constantly variable damping deals with the wicked dips and gnarled surface superbly, and front-end grip is huge - through very quick corners the STi looks like it's struggling to keep in touch. The VXR is by no means perfect, the steering is too light and you have to get past a dead patch either side of centre, but its sheer grip and strong body-control really buoy your confidence. And the way the rear of the VXR gently jinks out on turn-in to assist the front wheels is very impressive. It feels poised, with no torque-steer to speak of and supremely effective traction control. Poised? Vauxhall? Maybe I'm going mad... Apparently not: Roger says the Vectra looks superb from the following Subaru. 'It looks like it feels, really. I could see the rear taking attitude as you were turning-in, and it looks like it's gently drifting through all the corners. And through the quick stuff it really takes some hanging on to.' In terms of raw speed the VXR is far from outclassed in this company then, and only the lack of attention to detail lets it down. The revs of the V6 die away slowly and as a result the light shift can baulk when you try to hurry a downchange. And the clutch has an almost undetectable biting point. A minor point maybe, but enough to frustrate. And the Subaru? Well, Roger isn't immediately impressed. 'The steering feels very light, almost disconnected, which discourages you from leaning on the front tyres. I reckon the chassis itself still has the magic, but I think you need more than a brief drive to uncover its abilities.' I'm surprised. The new 2.5-litre STi Type UK has all the hardware, including the superb Bridgestone Potenza RE070 tyres that we've been crying out for since driving some very tasty Japanese imports (the Spec C springs to mind). It should be fantastic. As the sun sets I get my chance in the STi, and I'm immediately disappointed. Green is right: the steering is very light and manages to feel too jumpy initially, and then a bit slow when you start to really wind on lock. Worse, though, is how the steering column itself is shocked into a kind of loose rattling every time the front tyres thwack another nasty ridge or drop into a patch of broken road. And the ultra-stiff suspension means it finds more bumps than either Evo or VXR. I know from experience that the STi will have enormous grip, but I'm disinclined to lean on it. The outside temperature gauge is hovering around zero degrees, and I fear that the first I might know about the surface starting to freeze over will be when I'm sitting in a ditch wondering where it all went wrong... Scraping a thick layer of ice from the STi the next morning, I'm determined to persevere and unearth its potential. Henry is struggling to recognise it as the car he drove on the launch in southern France just a few months ago (evo 086). 'I was really looking forward to driving the STi again,' he says, 'but on such tight, bumpy and demanding roads I just haven't got much faith in the front end. You really need to feel connected here, but I certainly don't feel ready to really unleash the engine.' I know what he means, but one particular section of road we find for some gratuitous cornering shots provides the perfect opportunity to start to work the chassis hard. It's a tightening right/left/fast-uphill-right combination, followed by an irresistible yump, and with the luxury of around half-a-dozen passes the STi starts to make sense. The brakes are awesome, with huge, tireless retardation and not even a millimetre of dead travel. Throw the STi into the right-hand bend and despite the vague steering the front tyres lock onto line. There's a bit more body-roll at the front than the rear (the ride is so hard you don't expect any roll at all), but nevertheless the Impreza flicks from right to left lock with no fuss, changing direction with complete stability. Like the Evo, the Impreza's tail edges out and squats into the tarmac, keeping understeer at bay and yet never developing into a full-blown slide. The engine is very strong too, pulling through the mid-range with all the ferocity of the more powerful but smaller-capacity Mitsubishi. It flies through the uphill right, biting hard into the corner before charging towards the yump. It's brilliant fun. One last flat-out blast across our favourite of the moorland roads, with the Evo ever present in the STi's mirrors, proves that both Impreza and Evo have an extra level of point-to-point speed that you can access if you're prepared to throw caution to the wind. However, you have to be extremely brutal to pull out much of a gap over the VXR, and it's rare that you ever have the opportunity or the nerve to really ram home the advantage afforded by their massive traction. The BMW is never far behind either, and actually retains a neutral balance when even the Evo is starting to understeer. Which means concluding with a simple finishing order isn't very simple at all. If you bring price into the equation, the VXR makes a compelling case for a shock win. It's terrific value (the equivalent-price 3-series is actually a 130bhp 318i M Sport!), it's well-balanced and genuinely entertaining, and it'll be great for scaring cocksure Subaru owners. By the same token, the 330i would have to drop to dead last simply because of its massive price tag (especially if you spec it with sat-nav and leather). That would leave the Subaru and Mitsubishi fighting it out for second place. However, in terms of sheer ability and how much enjoyment you derive from driving each one, it's not that straight-forward. The Subaru is an awesome car to wring out. It's ballistic, has massive grip and a rare composure when you get right to the outer reaches of its abilities. However, it has lost some of its soul. The new 2.5-litre engine sounds, well, a bit dull and feels slow to rev unless you pick the perfect gear and have the full benefit of the turbo. But by far its weakest link is the light, lifeless steering. It ruins the experience, and the very stiff ride and stringy gearchange further dent the Impreza's appeal. You approach the VXR with lower expectations, but against the odds it really delivers. Like the Impreza, some of the details don't convince - the steering and gearchange particularly - but overall it's an exploitable, composed and exciting car to hustle along, with a lovely engine, superb traction and great brakes. In case you haven't guessed, it's much better than any of us had expected. The BMW has its flaws, too. Chief of which is the short-travel suspension. On smooth roads it's brilliant, but as the surface deteriorates some of the 330i's composure goes with it. Having said that, it never completely disappears, and the tenacity of the front tyres and the lovely tip-toe balance of the whole car are very special. It's close to greatness, and the aura of quality and that wonderful straight-six engine make it feel easily the most covetable for day-to-day use. But if the BMW is a versatile Swiss army knife, the Mitsubishi is a Samurai sword. It has just one brief to fulfil, and it does so with deadly conviction. You can only admire Mitsubishi's relentless pursuit of speed, efficiency and driver involvement. The Evo IX feels exactly what it is: a culmination of years of intense development. It's the most thrilling of the group, it's also the fastest, and the only car without a single element that detracts from the business of getting all of its power to the road and putting a big smile on your face. It wins, and by quite a margin. evo magazine.Click here and get 3 issues for just £1!">Click here and get 3 issues for just £1! 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Please enable it and reload this page. || Browse Upload Create Account Sign In Search BMW 330i Test bgradis 7 videos Subscribe Subscribed Sign In or Sign Up now! Loading... Upgrade to Flash Player 10 for improved playback performance. Upgrade Now or More Info . close 94,546 Like Add to Share Embed Short URL Email MySpace orkut hi5 Blogger Live Spaces Bebo StumbleUpon Loading... This feature is not available right now. Please try again later. Sign In or Sign Up now! bgradis | January 03, 2008 | 40 likes, 5 dislikes BMW 330i Test. Taken from www.auto.cz bgradis | January 03, 2008 | 40 likes, 5 dislikes BMW 330i Test. Taken from www.auto.cz Category: Autos & Vehicles Tags: BMW 330i auto car Link to this comment: Share to: Highest Rated Comments Avengedx3Sevenfold 1 year ago 6 my grandparents just got me this car and its so amazing i love it Avengedx3Sevenfold 1 year ago 6 RetBaron 1 year ago 3 You haven't discovered it before you bought it? Very lame. RetBaron 1 year ago 3 see all All Comments (46) Respond to this video... Sign In or Sign Up now to post a comment! vegasblazer702 2 months ago @Lunaabel9 E90??  vegasblazer702 2 months ago OwnageProductions03 2 months ago Looks VERY grippy. OwnageProductions03 2 months ago spoonerdee 5 months ago @Lunaabel9 BMW e90 spoonerdee 5 months ago drums2play1 6 months ago Yawn?? drums2play1 6 months ago Lunaabel9 7 months ago My friend has one of these. It's so nice to drive. Does anyone know what it's called besides 330i? I've heard people call it a name that starts with a B or something. thanks Lunaabel9 7 months ago MrKILLERSHRIMP 8 months ago This is a brilliant car. MrKILLERSHRIMP 8 months ago fraud66 9 months ago you must be in 2nd grade fraud66 9 months ago Clemenzaa 9 months ago Just as yours... Clemenzaa 9 months ago fraud66 9 months ago stupid comment fraud66 9 months ago Clemenzaa 9 months ago Yeah right, and I´ve got 365idxci... Clemenzaa 9 months ago View all Comments » 1 2 3 4 5 Next Reply Block User Unblock User Loading... 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