BMW 335xi and 428xi
Another Throroughbred joins the stable
The BMW 3-series has been the standard of the class it helped created literally for decades now. Competitors often beat it in one or more areas, but overall no one ever deposes the king—or at least for long. BMW has broadened the portfolio by making the two-door more distinct (lower, wider and slightly stiffer), adding more variants, and even creating the such niche models as the GT.
The latest addition to the “stable” is the 4-series Gran Coupe (above), which is basically a sleeker, hatchbacked version. Is the premium it costs and the penalties it necessitates a good trade off? Herein we compare and contrast it with the sedan. Our two test vehicles are both M Sport trim, which means specific wheels, fascias, sills and some differentiation in interior fittings. Both are xDrive, which means they run the suspension of non-M Sport cars, as opposed to the lower, stiffer springs of the rear drive models. The 4-series is powered by the rorty 2-liter N20 turbo and the 3-series runs the modern classic N55 inline six, also mit turbo.
With a 4-series, much of what you are paying for is the distinct look; especially in places like California, where the 3-series can be one of the best selling cars, setting yourself apart makes sense. The 428xi Gran Coupe (“GC”) is lower and more svelte, though it really needs the optional 19-inch wheels to fill the more voluptuous fender forms; the 335xi gets by fine on 18s. Aesthetically this is very much a personal call.
Swing open the 428xi door and right away you note that the GC uses frameless side glass and is a bit harder to get into, as its roof is lower. Once seated, the view is very similar: broad sweeps of material frame the high-resolution infotainment display (wider if the car has navigation); the BMW sports seats are very supportive and the steering wheel superb to hold. The iDrive interface has become the class leader for ease of use and speed of input, though the current software suit really struggles with iProducts. Many materials are first rate, and even the standard, faux leather is convincing, though some smaller pieces and hard to see moldings are below BMW’s usual standards. This is reputed to have been addressed with the forthcoming 2016 model year freshening.
The 335xi’s back seat is large and well shaped, meaning good accommodations and long haul comfort. In contrast, the 4-series’ is difficult to get into (due to small door apertures) and tight; those of average torso length will find themselves getting an unwanted scalp massage. Recompense comes in the form of the GC’s power rear hatch, which makes accessing the large cargo area incredibly easy. Though the 3-series’ trunk is also large and its seats fold, there is no denying the practicality offered by the 428xi’s design. For DINKS or empty nesters it may be the perfect playmate.
To drive either shows why BMW has won the laurels for so many years. Equipped with the superb adjustable dampers, they both ride very serenely for the level of performance offered; toggle through the various menus and you can increase stiffness to almost real M car levels, meaning generally flat cornering and good handling. The 428xi beats the 335xi in terms of turn-in response and neutral balance, due to its lighter engine and wider track, but you’d need to drive them back to back to spot the difference. Once welcome recent change is that you can configure the throttle response and steering weight increase to be independent from suspension stiffness in the Sport setting; heretofore all were tied together, meaning a more responsive throttle and meatier steering meant having to tolerate a bouncier ride.
One of the areas where this, F30 generation, of BMW has lost its lead is in near-the-limit body control. There is a lot of vertical motion—especially if you don’t opt for the upgraded suspension—and the current electric steering setup is a far cry from the hydraulic systems of the past two generations of the 3-series for feel and feedback. Current class leaders Lexus and Cadillac benchmarked those older models and ironically now show BMW clear air in these areas. Thankfully, the company has dramatically improved its performance in braking systems of late though; especially when the optional fixed-piston calipers are specified. And the ’16 update is supposed to address the suspension and steering issues without compromising the comfort that this era brought to the list of 3-series assets.
BMW remains the standard bearer in terms of engines, especially for those of us who dwell at, or visit, higher elevations, since all are now turbocharged. In isolation, the 2-liter, four cylinder is all you’d ever need, its 240hp and 255lb-ft ratings seeming ludicrous when you feel how hard this little engine pulls as it enthusiastically swings for the redline. Independent testing tells us it hits 60mph in 5.5 seconds, and it feels it. The N20 also sounds particularly good, with an evocative rasp as it runs through the gears. But one drive the in the 335xi (shown above and below) is all it takes to remember why BMW is known for its sixes; “silky” may be a clichéd descriptor, but it is certainly accurate. The low-end and midrange muscle of this engine, which is also (almost certainly) making more than its rated 300hp/300lb-ft is addictively rewarding. So equipped, a 3 or 4 is about a second quicker to the benchmark. MPG drops by 2 in EPA testing, less than one in the real world.
Both these engines are available with a six speed manual or ZF-sourced, eight speed auto. The latter is the better choice for almost everyone, as it makes the cars faster, more frugal and much nicer in heavy traffic. Right now this is almost certainly the best transmission in the world.
Your narrator is the target buyer for a car such as the Gran Coupe; owner of three previous 3s, enthusiast, no kids, likes to ski and bike, etc. The 428xi GC fits this lifestyle very well. And, I do get tired of seeing similar cars to mine seemingly everywhere. But if you asked me whether to spend the extra money the 4-series GC costs over a 328xi, or to get the big motor and extra standard equipment of the 335xi, I would have to choose the latter. Either way, I—or you—would be a very happy owner.
EPA ratings:
335xi: 20/30mpg; 24mpg combined
428xi GC: 22/32mpg; 26mpg combined
0-60mph:
335xi: 4.6 seconds
428xi GC: 5.5 seconds
Base price/As tested:
335xi: $46,450/$54,850
428xi GC: $43,250/57,450
Here is what BMW has to say about the 335xi, and this is its take on the 428xi GC.
