BMW Recalls 5 Series And 5 Series GT

Do you drive a 2010 or 2011 BMW 5 Series or 5 Series GT? If so, you’ll be hearing from BMW in the very near future, as all models of 5 Series cars are being recalled. At issue is a fuel level sensor which can get stuck on the inside of the fuel tank, indicating a higher level of fuel than the car actually has. Drivers can unintentionally run their vehicle out of fuel, increasing the risk of accident, especially in traffic. No accidents have been reported to date.

Motor Authority reports that approximately 6,100 vehicles, having build dates between January 12, 2010 and July 1, 2010, are affected by this recall. BMW has yet to announce recall dates or a specific fix, which will likely involve replacing the fuel tank level sensor.

2011 Volkswagen Jetta Details Released

There’s good news for fans of VW’s perennial favorite sedan: the 2011 Jetta gives you more style for less money. The 2011 model boasts distinctive new exterior styling and has grown nearly four inches in length compared to the 2010 model. The interior hasn’t changed much since 2010, but that’s not a bad thing since VW routinely receives praise for interior comfort and quality. The best news? The starting price for a base 2.0 liter Jetta will be a miserly $15,995.00.

Buyers in the U.S. will have a choice of four motors, starting with the base 2.0 liter four, which produces 113 horsepower and yields a zero to sixty time of 10.3 seconds with a manual transmission (11.3 seconds with the automatic). Fuel economy for the 2.0 liter motor is rated at 34 mpg for the manual and 32 mpg for the automatic. Top speed, which most Jettas equipped with this motor will never see, is 120 miles per hour.

Next up is the 2.5 liter five cylinder, derived from the V10 used in the Lamborghini Gallardo: it makes 168 horsepower and will hit sixty in 8.0 seconds with the manual gearbox and 8.5 seconds with the automatic. Fuel economy is still reasonable at 33 mpg highway (manual transmission) and 31 mpg highway (automatic). Top speed for the five cylinder is listed as 125 mph.

The motor favored by those who like driving will be the 2.0 liter, four cylinder turbo. Rated at 197 horsepower, the forced induction four will see sixty in 6.7 seconds with the manual transmission or 6.8 seconds with VW’s outstanding DSG gearbox. Fuel economy is surprisingly good (assuming you don’t hit max boost on every shift), and comes in at 33 mpg with the manual and 32 mpg with the DSG transmission. Top speed is rated at 130 mph.

Finally, there’s the TDI motor that diesel fans know and love. The 2.0 liter turbodiesel makes 138 horsepower, good enough to get your Jetta to sixty in just under nine seconds with the manual tranny, or just over nine seconds with the DSG. Fuel economy , as you’d expect from a TDI, is impressive: the DSG version gets 42 mpg highway and the manual gearbox TDI sees 41 mpg. Top speed is 125 miles per hour.

New Subaru Outback Includes Wi-Fi Connectivity Option

One of the advantages of being an automotive journalist is that you can work from anywhere. I’ve written stories in press hospitality rooms (why yes, I will have another donut, thanks), hotel rooms, the passenger seat of press fleet cars and more than one relative’s couch. All you really need is a little solitude and an internet connection.

Subaru will make life easier for us road warriors in 2011, as Wi-Fi connectivity becomes a $499 dealer installed option on Outback models. Subaru will give you the first three months of coverage free, then the service will set you back $29 per month. As with any 3G service, you’re dependent upon the strength of cell tower signals. In other words, when you need it most, your internet connection will probably drop.

Subaru’s Mobile Internet system will accommodate multiple users and has a range of 150 feet from the vehicle. It’s designed to work with any Wi-Fi enabled device, so you can finally justify buying that new iPad. You don’t even have to spring for the 3G version.

2011 Porsche Cayenne Sports V6

The Porsche Cayenne wears many hats. It masquerades as both the automaker's entry-level vehicle and as its flagship turbocharged SUV. Broad-shouldered in stature, one variant can blast to 60 mph in less than five seconds and top 170 mph, while another may be propelled quietly under the emissions-free power of electricity. Regardless of where they rank in the hierarchy, multi-talented Cayenne models are capable of traversing deep streams, towing 7,700-pound trailers and carrying five passengers and their luggage into the hands of waiting luxury hotel valets.

The six-cylinder Porsche Cayenne is hardly the automaker's crown jewel, but it's frequently one of the best-selling models in the lineup. Following on the heels of its more powerful siblings, the entry-level SUV can't hide behind its engine displacement – it must prove itself through luxury, improved performance, fuel efficiency and value.

We just spent a couple days driving the all-new Cayenne in Germany, and unlike two months ago, when we put the flagship Cayenne Turbo and the eight-cylinder Cayenne S to the test at the beautiful circuit and off-road course at Alabama's Barber Motorsports Park, the European venue gave us the opportunity to drive the entry-level Cayenne in crowded city streets and on the wide-open Autobahn. What's under the hood of the six-cylinder Cayenne, and why is it unique? How does it drive compared to its eight-cylinder siblings? Most importantly, how does it compare to its competition? Find out after the jump.

Porsche will offer four different Cayenne models in North American in 2011: Cayenne, Cayenne S, Cayenne Turbo and Cayenne S Hybrid. (We don't get the Cayenne Diesel, but don't get us started.) In typical Porsche fashion, the automaker introduced its top-level models first with the arrival of the eight-cylinder Cayenne S and Cayenne Turbo in May, while the just-released six-cylinder Cayenne (and the Cayenne S Hybrid) won't be unveiled at your local dealership until this Fall.

While the world is just now getting its hands on it, the arrival of the six-cylinder model has been anticipated for some time, but its powerplant specifics have been largely shrouded in mystery. With an all-new Porsche-developed 3.6-liter V6 on the table (recently fitted to the Panamera), the automaker had a choice between its own engine and an updated version of the carryover Volkswagen-sourced 3.6-liter unit. Economics won the battle, so the standard Cayenne will once again share powerplants with the Volkswagen Touareg.



Displacing 3,598 cubic centimeters, the 10.6-degree V6 features an iron block and aluminum cylinder heads. Unlike the all-aluminum 90-degree V6 in the Panamera, the Volkswagen narrow-angle "VR6" powerplant does not have balance shafts (our calibrated rears say the Porsche V6 is slightly smoother). While the Volkswagen variant makes 280 horsepower, Porsche engineers tweaked the tuning and gifted the engine with a new intake manifold to customize it for duty in the Cayenne. The result is a bump to 300 horsepower (at 6,300 rpm) and 295 lb-ft of torque (at 3,000 rpm). Bolted to the back of the engine is Porsche's excellent new eight-speed Tiptronic S automatic transmission sending power to all four corners through an electronically-controlled all-wheel drive system. There is no low range case anymore, as Porsche says the lower gears are sufficient for serious off-road travel. Even with six-cylinder power, the Cayenne is rated to tow the same 7,700-pound trailer as its siblings.

Aside from the missing cylinders, the six-cylinder Cayenne models also wear slightly smaller standard brakes. The fronts are six-piston aluminum monobloc calipers (painted black) on 13.78-inch iron rotors, while the rears are four-piston calipers on 13-inch iron rotors. Porsche's composite ceramic brake (PCCB) system is optional (and obvious to everyone within eyesight with its huge metallic rotors and yellow calipers). Steel springs and gas pressurized dampers are the only suspension offering.



Realizing the wheel/tire/brake packages are upgradeable on all trim levels, it's difficult to tell the models apart without checking the scripted badge on the hatch or catching a glimpse of the front. It's the nose that differs. The Cayenne Turbo wears an aggressively large grille and intake, while the normally-aspirated models share smaller grilles (the V8 model is finished in black, while the V6 receives an aluminized finish). The Cayenne V6 also sports twin brushed stainless steel oval exhaust outlets, just like the Panamera V6.

The lighter powertrain pays off at the scales. The Cayenne SUV weighs just 4,399 pounds, undercutting its sibling Cayenne Turbo by nearly 400 pounds and leaving the competition in line at Jenny Craig, with the Mercedes-Benz ML350 coming in 330 pounds heavier and the six-cylinder BMW X5 lugging around an extra 531 pounds.



With the key in our left hand, we climb into a nondescript six-cylinder Cayenne wearing 19-inch wheels (wrapped with 265/50YR19 Pirelli tires). The all-new interior mirrors the elegant styling of the Panamera sedan – very upscale and meticulously finished from its beautiful wood and aluminum accents to the leather stitching on the dashboard. The seat and steering wheel are infinitely adjustable and outward visibility is good, although the backup camera does help.

As mentioned in our first driving impressions a few months ago, the Cayenne platform is incredibly enjoyable to drive. Its driving mannerism are more "big sedan" than oversized 'ute, meaning the brakes and steering are responsive to the driver's inputs, not merely taking suggestions. It doesn't feel nearly as ponderous as the Audi Q7 or as heavy as the BMW X5 when touring tight city streets.

Acknowledging that it has less mass to haul around than its predecessor, the 0-60 mph sprint now takes about 7.5 seconds, putting it decidedly mid-pack among its competitive segment. Most importantly, with excellent gearing down low, you won't miss the V8 or Turbo under 45 mph as the six-cylinder Cayenne moves off the line enthusiastically thanks to the aforementioned eight-speed Tiptronic tranny.

More than content with its performance around town, we steered the six-cylinder Cayenne towards the Autobahn to try its powertrain under more demanding conditions. As stable at high speeds as it is sitting still in a parking lot, the SUV easily held velocities between 80 and 110 mph. As expected, it does lose most of its stamina as the speed increases over 90 mph (e.g., the Cayenne Turbo rockets to 125 mph in about 13 seconds, while the Cayenne V6 does it in a longish 35 seconds). With patience, and a long open stretch of road, we were able to coax it up to an indicated 134 mph, although Porsche claims it will run 143 mph if given the opportunity. When it came time to bleed off the speed, the standard brakes were more than up to the task.



Porsche has priced the Cayenne very aggressively. The entry-level six-cylinder model starts at $46,700, making the base SUV the automaker's least expensive offering in the States. Shaving more than another second off the 0-60 sprint, the eight-cylinder Cayenne S begins at $63,700. The new Cayenne S Hybrid begins $67,700, while the flagship Cayenne Turbo has a base price of $104,800.

The assertive base price means the entry-level Cayenne is priced in the thick of its European competitors, including the six-cylinder BMW X5 ($45,800), the six-cylinder Mercedes-Benz ML-Class ($45,700) and the six-cylinder Audi Q7 ($46,900). The Porsche offers more power than the Audi and Mercedes, but BMW's new-for-2011 twin-turbo 3.0-liter under the hood of the X5 xDrive35i is stronger than the Cayenne's 3.6-liter.



Porsche does not offer a "token" third-row seating option (like BMW and Audi), but its second-row seats slide on rails and the seatbacks recline/fold making the interior both accommodating and very configurable. To its dynamic advantage, the Porsche has the most modern and lightest platform. And, thanks to its Panamera-inspired interior, the Cayenne's cockpit is arguably the most luxurious and inviting of the foursome, too.

But we wouldn't buy the six-cylinder Porsche Cayenne for its engine.



Despite the fact there's nothing inherently wrong with the lesser power unit – it's more than competent – Porsche offers much better combustion routes if you are seeking pavement-pummeling power and a hybrid option if you are on a quest for fuel economy. Instead, consider the entry-level 3.6-liter V6 variant as a heavily discounted way to enjoy the Cayenne's silky eight-speed Tiptronic, bulletproof platform, refined chassis dynamics, luxurious cabin amenities, surefooted all-wheel drive, accurate steering feel and impressive braking capabilities at less than half the cost of the Cayenne Turbo.

The Panamera sedan is currently basking in the brand's sales-leading spotlight, yet the Cayenne will undoubtedly take back its top position when all the models fill the showrooms later this year. Unlike its predecessor, whose owners were often accused of driving the overweight SUV solely for the polished gold, maroon and black badge emblazoned on the hood, the new six-cylinder model is an agile, attractive and well-mannered gentleman. While it may not run as quickly as its athletic siblings, this Cayenne is stout enough to be distinctive on its own – with or without the Porsche crest leading its way.

Lexus recalls HS250h over risk of excessive fuel leakage

Back in the 1970s, the Ford Pinto was the focus of many headlines due to a fuel tank issue which caused excessive amounts of gasoline to leak during a rear-end collision. Now, three decades later, Lexus is having a similar problem with its HS250h hybrid, and has filed a report with the National Highway Traffic Safety Administration to issue a voluntary recall of these vehicles. Up to 17,000 of the luxury hybrids are affected.

In the case of the HS, excessive fuel leakage occurred during rear-end collisions at speeds of 50 miles per hour. We don't need to remind you about the dangers of excessive fuel spillage, but let's just say that the end result can be very, very bad.

As of this writing, Lexus has not advised NHTSA about what steps will be taken to fix the defective HS models.


[Source: Lexus]

First Drive: 2011 Mazda2 puts fun before frugality

Mazda says there's a little bit of Miata in everything it does. While it's easy to chalk that up as marketing frippery, when the automaker launched the Little Roadster That Could back in 1989, it proved that great things can come from a machine developed to be simple, reliable and driver-focused. Even now, none of Mazda's wares offer class-leading fuel economy or practicality, but they've proven to be some of the best drivers in their segments. And as enthusiasts, it's easy to exchange a bit of functionality for a larger helping of fun.

Now, Mazda hopes to achieve this same sort of positioning within the B-car segment – a class that's grown substantially in America and is projected to double in size within the next few years. The 2011 Mazda2 comes to town right on the heels of its sister car, the Ford Fiesta, but as we found out after a lengthy drive through the city of Montréal and the countryside of Canada's Québec province, it's a wholly different machine. And while the Fiesta is sure to provide some serious competition for the 2, there are plenty of other well-to-do B cars in the U.S. that are ready to be sized up against the minuscule Mazda.

If you only look at the stats, you wouldn't think Mazda has positioned the 2 to be anything overly special. Not only is it the least powerful car in its segment, but it doesn't offer some of the clever technology or unique packaging to make it stand out from its kin. But Mazda is immensely proud of the new 2, and though we looked on with skeptical faces, the people in charge simply told us that the little hatch's story is best told on the road. So let's get to it.

Like the Ford Fiesta, the Mazda2 isn't a new car – it's just new to us (or U.S., as it were). The 2011 model is the mid-cycle refresh of a car that's been immensely popular overseas, so much so that it won the World Car of the Year award in 2008. In reshaping the 2's design, Mazda wanted to break away from what it calls the "mini-minivans" of the world – cars like the Honda Fit that have tall greenhouses and expansive windshields. Instead, the automaker opted for a more coupe-like design (its description, not ours) with muscular front fender arches and a pronounced shoulder at the rear. Mazda's corporate face is nicely integrated on the 2, and we're glad it's not as overdone as the maw on the larger 3. The 2's face is extremely similar to that on the current MX-5 (ahem), but it still reminds us of shoving orange wedges into our mouth during our elementary school lunchtime.

Simple design cues like the swooping beltline, raked rear hatch and short overhangs drive home the point that its main purpose is to provide driver enjoyment before anything else. The 2 shares the Fiesta's 98.0-inch wheelbase, but the overall length is only 155.5 inches – 4.6 inches shorter than the five-door from Ford, and while this reduction in length hurts the 2's overall cargo capacity, it makes for a crisp, chic design.



While we're on the topic, we asked Dave Coleman, Mazda's product development engineer, exactly how much of the 2 is shared with the Fiesta. Obviously, the platform is the same, and while there are many interchangeable parts found on both cars, Coleman tells us that only three parts are exactly identical, although he wouldn't share exactly what they are. Truth be told, we were expecting the 2 to be more closely tied to its Ford brethren, and if we're honest, it only improves Mazda's business case for the car. This simply isn't another rebadge job.

Mazda's offering its diminutive hatch in two flavors – Sport and Touring – and in total, there are only four different configurations: one engine, two trims, two transmissions, no individual options (though there will be a raft of dealer-installed accessories for those who want to stand out). Starting at a base price of $13,980 (including $750 for destination and delivery), Sport models ride on 15-inch steel wheels wrapped in 185/55 Yokohama Avid tires, while the Touring model swaps the steelies for a handsome set of eight-spoke alloys, still measuring 15 inches in diameter. The Touring rings in at $15,435, and a fully decked-out 2 will set you back a cool $16,985 when all is said and done. That isn't too bad, and positions the 2 nicely below the larger Mazda3 sedan and hatch, a car which has an average transaction price of $19,364, according to Mazda's number crunchers.



Inside, the 2's cabin is a toast to simplicity and intuitiveness. Granted, the design is a bit bland, and we can easily see how a smattering of aluminum accents here and there would spruce things up. Still, the interior is a big step away from what you'll find in the Fiesta, and though the Ford's cockpit is more comfortable and comes packing more tech-rich amenities, that extra kit comes at a price. Notice the (cough, cough) MX-5-spec steering wheel, the console-mounted shifter (with a very Miata-like stubby shift knob on manual models), and easy-to-read gauge cluster – things you'd expect in a car that isn't trying to impress you with bells and whistles.

Mazda's focus on keeping cost down does leave us with some quaffs about overall refinement, however. Some of the dash plastics feel cheap and clunky, and those front seats are severely lacking not only support, but overall comfort. The driver's seat is adjustable in six different ways, which allows for a relatively good seating position, but Mazda's omission of a telescopic steering wheel deserves a demerit, especially for short-legged drivers.



Where the 2's squat dimensions really take their toll, however, is cargo capacity. Even with the rear seats folded flat (well, almost flat), there's only 27.8 cubic feet of space. A Honda Fit can schlep 29.5 more cubic feet of haulables (here's to you, Magic Seats), and even the Nissan Versa and Suzuki SX4 are capable of carrying more goods. Could you fit a bike or a full load of groceries in the back of the 2? Of course. But if capaciousness is your thing, best to look elsewhere.

Keep in mind, however, functionality isn't the Mazda2's forte. Where the deal really gets sweet is from behind the wheel. Under the hood is a 1.5-liter inline-four, and while output is only rated at 100 horsepower and 98 pound-feet of torque, don't let the meager numbers lead you to believe the four-pot isn't a total workhorse. When we drove the Fiesta earlier this year, we noted that the hatch could definitely benefit from an additional 10 or 15 horsepower, especially in the low end of each gear. But the Mazda, which is down by 20 ponies compared to the Ford, feels quicker and is more willing to – please forgive us – Zoom-Zoom when mated to either transmission. Chalk one up for Mazda's engineering team.

Speaking of transmissions, you may be a bit curious about Mazda's choice to offer a four-speed automatic rather than the five- or six-cogged auto-boxes becoming standard practice across the automotive landscape. Mazda knows that not offering a six-speed automatic will hurt the 2 in terms of fuel economy (not to mention marketing), but the engineers are confident that using a four-speed with taller ratios and fewer instances of gear hunting will keep the car feeling spirited and more enthusiastic on the road.



We drove both transmissions, and while we definitely prefer the manual with its nicely executed shifter and easy to modulate if somewhat vague clutch, the four-speed slushbox isn't as ancient-feeling or out of place as you might think. After all, when you're only dealing with 100 horsepower, its best to keep the engine revving in the heart of the powerband, and having fewer gears allows this to happen with ease. As we mentioned, fuel economy takes the biggest loss here, as auto-equipped 2s only muster up 27 miles per gallon in the city and a modest – more the class – 33 mpg on the highway. The five-speed manual models don't improve those figures by much, offering 29/35 mpg. In a time when 40 mpg is becoming the new standard for small cars, this is sure to hurt the 2's appeal to consumers shopping across the segment. But as Mazda told us, the real attractiveness shows itself during the test drive.

Like the majority of B-segment cars, the Mazda2's suspension employs MacPherson struts up front and a torsion-beam axle out back. Our drive route through the Québec countryside offered up a smattering of both smooth and broken pavement stretches, and the 2 never felt crashy, nor delivered high levels of harshness over the rough stuff. You'll bounce around more in a Honda Fit Sport, and even the Fiesta's suspension feels somewhat stiffer in terms of damping. While engineering the new 2, Mazda was committed to saving as much weight as possible, and managed to cut out a total of 220 pounds versus the previous model sold overseas. Sport models with the manual 'box only tip the scales at 2,309 pounds, which is seriously waif-like in this day and age. This weight reduction not only makes the 100-hp mill feel more powerful when blasting down highways and back roads, but it gives the car a feeling of nimbleness and agility through the bends. A fair amount of body roll is present, but it's better than what you'll get in a Yaris or Versa. A lot better, in fact. Most small cars in this segment are designed to be on their best behavior at lower, city-cruising speeds, but the 2 begs to be driven enthusiastically.



What impressed the most was how the electric power steering matched the feeling of lightness, and Mazda dialed in a lot of driver feedback – a good thing, since a lot of electric racks can feel overboosted, especially at initial turn-in. This isn't Mazda's first crack at EPAS, though – the RX-8 uses a similar system, and we have very little in the way of complaints when it comes time to steer that rotary rocket.

In terms of everyday drivability, the 2 is a charming little whip. The powertrain isn't nearly as buzzy as some of the four-bangers under the hoods of its competition, and even though Mazda's main focus was reducing overall weight, this doesn't mean sound deadening was put on the backburner. The cabin is seriously quiet at speed with minimal wind, engine or tire noise flooding the cabin. It's easily up to the task of long-distance trips, but we might still err on the side of the Fiesta for long hauls, if only for its more supportive seats.



Naturally, we couldn't help but ask about the possibility of a Mazdaspeed2 making its way into production, and while Mazda has teased the idea in concept form, don't hold your breath for the real thing. Sure, the engineers would love to build one, but they're worried that the consumer base just wouldn't be large enough to support it and Mazda thinks there's a possibility that 'Speed3 sales could take a hit. Doubtful, but disappointing nonetheless.

Mazda is hoping to move 20,000 2s annually in the United States, marketing it with the tagline "Zoom-Zoom. Concentrated." The biggest trick will be driving home the fact that the 2 is a driver's car first, and a good all-rounder second. If any brand is going to do it, Mazda has the best chance. After all, unlike the Fiesta, the 2 doesn't need to prove to the world that its parent is capable of making great small cars (take a bow, Mazda3). No, you can't get navigation, ambient lighting, satellite radio or many of the features becoming more important to shoppers, but if you really, truly need these extras, there's a whole world of aftermarket equipment out there. We'd love to own a Fit when it comes time for an Ikea run, but for everyday driving, Mazda's offering is just a bit sweeter. Functionality is nice, but enthusiasts want something better poised to handle the main task at hand – driving.

Ford reveals refreshed 2011 Mondeo with 237-hp 2.0L Ecoboost

Ford of Europe has dropped the first official photos of the refreshed 2011 Mondeo, along with some details on the mechanical updates. The only substantive visual change is a reshaped front fascia with a larger trapezoidal lower grille similar to the Fiesta and the upcoming 2012 Focus, as well as reworked driving lights.

Behind that new grille Ford has added the same type of active shutters the Focus is getting to restrict air-flow at higher speeds or colder temperatures, reducing turbulence and aerodynamic drag.

The rest of the engine compartment is occupied by two new powertrain options, including a more powerful 237 horsepower version of the 2.0-liter Ecoboost inline-four that debuted earlier this year. At 179 grams per kilometer of CO2 emissions, the new Ecoboost will have the same fuel consumption as the lower power unit and 20 percent less than a V6 of similar power. This more powerful unit is likely the one that we will get in the Edge and Explorer for 2011. All of the Ecoboost engines are mated up a six-speed dual-clutch Powershift gearbox similar to the unit that just debuted in the Fiesta in North America.

The second new engine is a reworked 2.2-liter diesel inline-four that now puts out 197 hp, a 12 percent bump from the previous edition. The new Mondeos will will be shown publicly at the Moscow Motor Show in August and go on sale in the fall.

Review: 2010 BMW 335i Sedan is what we've been missing

We like to think of ourselves as a voice of the people – a place for the proletariat of the interwebs who clamor for an honest take on the latest automotive hardware. To that end, we've always viewed the constant stream of fawning over BMW with something of a jaundice eye. We get it. The company builds good products, but does it really deserve wave after wave of gushing prose in every car magazine? Even more troubling, does the 3 Series deserve its honored position as the benchmark against which all other mid-sized sports sedans must be measured?

In a word, yes. We say that almost against our plebeian nature, but if you've come searching for a scathing tear-down of the bread-and-butter 3, best point your clickers elsewhere. After a full week with the 2010 BMW 335i sedan, we've come to understand why the bastions of auto-journodom have spent the last 10 years drinking the BMW Kool-Aid. It's just that good. Read on to find out why the latest 3 Series continues the tradition.

BMW has had 35 years to get the 3 Series recipe just right, and stylistically, the car has never exactly shattered the mold with wild bodywork. While Bimmer fanboys continue to debate whether or not Chris Bangle was the brand's savior or Satan, no one will debate the fact that his work on the 3 Series was a much needed change of pace. To this day, Bangle's influence still lingers over the sheet metal of our sedan. While the "Bangle Bustle" never quite made it to the four-door's rear, the subtle creases and slight flares that came into the BMW bloodline under the designer's reign remain to this day. The look isn't something that we'd call outrageous, but it is quietly gorgeous.

Up front, the 2010 335i couldn't be mistaken for anything other than what it is. The nose wears the same flared nostril grille and round headlights as the rest of the Bavarian flock and the slight contour of the hood line gives the face something of a furrowed brow. As a result, you can't help but think that if this car could speak, it would do so in a series of guttural grunts and growls. Whatever the tongue, traffic seems to understand just fine – cars make room for the 2010 335i like a bad habit.



Our tester came dipped in Le Mans blue – a dark metallic paint that makes every crease and curve pop no matter the lighting. The sedan also wore a set of 18-inch, 15-spoke dancing shoes that are part of the $3,750 M Sport package. For that kind of change, BMW will be kind enough to equip your four-door with a slightly tweaked suspension and reworked aerodynamic cues, along with a speed limiter that allows a higher top end. We'll – ahem – have to take their word on that last part. Out back, the 335i can be differentiated from its less potent kin by the prominent dual exhaust and a reworked rear diffuser. When viewed from the rear, the car loses some of its menace, but the design is still plenty attractive.

The M Sport package brings with it a smaller, leather-wrapped steering wheel and an M-branded shift knob and door sills. Our tester also came with a snappy two-tone interior, complete with beige leather seats and a black dash with faux metal accents. The overall effect is attractive, though the M goodies seem at odds with the light-colored leather. That's okay, though, because that steering wheel and shifter feel fantastic in the palm of your hands, even if they look like the 335i is wearing a pair of running shoes with a three-piece suit.



While some buyers may find the dash a little plain, we're smitten by the fact that it isn't awash with unnecessary buttons or dials. In a world where most manufacturers have taken pains to turn their consoles into quasi functional art, BMW seems content to make everything easy to find and a cinch to operate – at least in this spec. A calm, uninterrupted line carries all the way from the instrument cluster to the passenger side door. And speaking of the instrument cluster, BMW has stuck with its standard two dials. There's a speedometer, a tachometer, and not much else.

The front thrones are supportive enough for long interstate hauls with bolsters capable of keeping your rear planted should you decide to fling the sedan through the mountains. The rear seats are also nice, but don't quite have the same derrière-gripping ability as what you'll find up front. They offer decent leg room, though, so passengers in the six-foot realm can reasonably fit back there, even for extended periods of time.

That's a good thing, considering we found ourselves hijacking our passengers for extended romps through a variety of backroads. Few things will talk you into taking the long way home quite like the twin-turbocharged 3.0-liter inline six-cylinder engine that BMW has used under the car's hood since 2007. The engine produces a dead even 300 horsepower and 300 pound-feet of torque, and the muscle is enough to hustle the sedan's 3,593-pound curb weight through traffic. We noticed a considerable amount of lag below 2,000 rpm, which other 3 Series have complained about and BMW has acknowledged and attempted to fix at least once. That said, we expect this issue to be addressed with the 2011 model that features a single, larger turbo.

According to the specs, the inline-six manages to crank out its full torque from just 1,400 rpm, but the power simply isn't there until the mill begins to spin a little quicker. Fortunately, the revs build fast and it's easy to keep the engine where it needs to be thanks to the six-speed manual transmission. Shifts are quick and gear changes feel precise without being notchy. We did notice that hard shifts from first to second require a certain amount of patience, though that could have just as easily been attributed to the fact that our tester came with over 7,000 brutal miles at the hands of the cruelest of the cruel – auto journos.



Buyers familiar with typically weighty steering from BMW will find the tiller in the 2010 335i a comfort. The wheel feels a little on the heavy side while you're muscling around the parking lot of the local Target, but comes into its own should you decide to do any hustling down your favorite stretch of tarmac. Turn in is excellent and there's little doubt it could get around a track with purpose. That sensation is bolstered by the brakes on the 335i. With 13.7-inch discs up front, the sedan has no problem scrubbing speed for the corners or coming to a complete halt should you demand it. In all, it's the balance in the big bad 3 Series that kept the grin on our faces.

With a damn-near perfect 50.9/49.1-percent front/rear weight balance in manual transmission guise, the car begs to be flung around. Throw in springs that are firm without being brutal and spot-on dampening, and the turbo 3 series is – to put it lightly – magnificent to drive. Despite the button down exterior and executive interior, the 2010 335i has bones that are simply meant to be flogged and truly enjoyed – something we have a hard time saying for nearly any other car in this segment. From the bark of the dual exhaust to the bushels of grip and braking power, the 335i leaves little to complain about.



But hey, we're the motoring press. If we weren't complaining we'd be on a cold slab in the county morgue. According to the EPA, sane drivers should manage to see somewhere around 17 mpg city and 26 mpg highway – decent numbers given the horsepower on hand here, but not exactly figures you'd want to bring home to your mother, either. Do some quick averaging, and you realize that combined fuel economy sits at a shave above 21 mpg. Speaking of naughty digits, BMW does make you pay for all of the engineering goodies that it's packed into the 335i. The car carries an MSRP of $40,600, and that's before you start adding on fun stuff like the M Sport package or special paint.

Set your eyeballs on that price tag, and it's easy to start nitpicking all that the 335i doesn't have as standard equipment. As a base model, you don't get navigation, satellite radio, a rear facing camera or any of the other tech goodies more economical manufacturers hand over for next to nothing these days. And at first, that really irritated us. But as the week drew to a close, we began to realize that the car's price tag wasn't wrapped up in useless electronics or bells and whistles we'd use once and then forget about. No, each and every penny in the 2010 335i is soaked into what matters most in a car to people like us – the engine, transmission, chassis and suspension. The 3 Series is a driver's car and it deserves every accolades it receives. The aforementioned 2011 model packing BMW's new N55 single-turbo engine should receive even more.