But the interior treatment on the new 328i drew kudos. Head-turning quotient: In terms of exterior styling, a BMW is a BMW, unless it is the outrageously wonderful M-Coupe, which this column will feature soon. That is the difference between “value” and “compromise.” “You sure this isn’t a 5-series?” asked one. But this was the first time, in a 3-Series BMW, where my rear passengers said they enjoyed the ride. The 328i certainly fits that mode - boffo acceleration, handling and braking. Ride, acceleration and handling: BMW likes to brag that its machines are driver’s cars. It is what it is - a fine, premium, rear-wheel-drive compact car sold at a perfectly reasonable price. The 328i is not a cheaper version of anything. Delayed gratification, in this case, is worth it. Praise for the 328i: This is what I would do: If I really wanted a BMW and could only afford to buy in at the lower level, I’d save the money to buy the 328i. But on the 323i? If BMW wants to make a Toyota or a Honda, it should use a different nameplate or something. Question is, who wants to pay for a compromise at a price starting at $26,000?ġ998 BMW 323is Coupe, 1999 BMW 328i SedanĬomplaints: None on the 328i. But those differences - chiseling on a component here and adding one there - makes the 328i more of a BMW than the noticeably compromised 323i. The major differences are in equipment packages, such as the use of standard 15-inch radial tires on the 323 and wider, stickier 16-inch diameter radials on the 328i.
#323I 1998 BMW TORQUE SPECS MANUAL#
Both are equipped with standard five-speed manual transmissions - though the five-speed ZF C gearbox in the 328i has a discernibly smoother-shifting feel than the Getrag B-plus transmission in the 323i. Both come with speed- sensitive power steering and four-wheel, ventilated anti-lock disc brakes. The 328i simply seems to move with more authority.īoth the new 328i and 323i sedans share critical components, such as a strut-type front suspension with forged aluminum lower control arms and hydraulic cushions. But in terms of feel, it makes all the difference in the world. That is only 23 more horsepower than the 2.5-liter inline six in the 323i sedan. The 328i is equipped with a 2.8-liter, double-overhead-cam, inline six-cylinder engine that can produce 193 horsepower at 5,500 rpm and 206 pound-feet of torque at 3,500 rpm. Heck, this time they’ve even arranged the rear seats to accommodate the legs, backs and bottoms of full-size adults on a trip longer than 50 miles. BMW’s designers finally seem to have gotten the idea that engineering precision and ergonomic opulence are not mutually exclusive commodities. From its scalloped headlamps to its leather-clad interior - supple leather, this time - it is a quality piece. But their enhancements still leave them in league with equally competent but less costly VW, Honda and Toyota models.ĭifferentiation comes with the 1999 BMW 328i, which offers a better reason for spending a BMW buck - about $33,000 worth, in this case. The new 323 cars have been improved - they’re wider, more comfortable, and now come with a worthy 170-horsepower, six-cylinder engine. This is what happened with BMW’s early 323 models, which compare poorly with, say, the Volkswagen Passat and Honda Accord. Some companies tend to cut costs at that end of the market, omitting, for example, a feature such as a tilt steering wheel - thus engaging in a kind of product surgery that undermines the value and prestige of the marque. It is a logical strategy, but one fraught with risks, especially at the lower-priced end. This explains why BMW lately has been trying to expand its worldwide market by lengthening its product line.
If you don’t grow, you go - either through merger or some other business consummation. And though the company clears a healthy 9.1 percent profit on those cars - and 675,076 sold last year - truth is, it can’t do that forever and grow in an increasingly competitive global auto industry. Here’s the problem: BMW is a boutique automaker - meaning it produces and sells fewer than 800,000 cars a year. It’s just a darned pleasant car to drive, which cannot be said about the recently tested 1998 BMW 323is coupe.
The 1999 328i sedan, on the other hand, is what a BMW should be - a high-performance machine fitted with quality components. Those lower 3-Series BMW cars have Volkswagen appeal - which is okay, if you want a Volkswagen. That would mean scrapping its 323-series models, but the sacrifice would be worth it. BMW should begin its entry-level cars with the new 328i sedan.
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