BMW 335i
09-19-2006, 11:59 AM
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foxman, I see a ton of 330's as well, but I think the lines on this car do stand out, as well as the dual exhaust on the back. The package I looked at with the 19" rims looked great, and not like the "typical" old 3 series you see every day.
09-19-2006, 12:01 PM
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Originally Posted by Broker73
foxman, I see a ton of 330's as well, but I think the lines on this car do stand out, as well as the dual exhaust on the back. The package I looked at with the 19" rims looked great, and not like the "typical" old 3 series you see every day.
http://www.youtube.com/watch?v=D8n0RpNulZs
http://www.youtube.com/watch?v=yN_eTF6S_ao
09-19-2006, 12:22 PM
#53
I kinda like the 335 sedan more than the coupe. Toss on the M sport aerokit available to the european market, some wheels, clear side markers, body coloured grill surround and you have a winner.
09-19-2006, 01:07 PM
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Wow, looks very good and i am very tempted.. but that price tag for the car, wonder if it will be worth it... I probably will trade in my g35 sedan in 07 and replace with a new sedan... the 335 looks good, but will compare with the 08 g35 as well... if the is350 comes with a manuel next year, will take a look at that too... Lots of good choices
09-19-2006, 01:36 PM
#55
幹他媽!
the new 07 g35 couple w/ the sports package reviewed very well, as they've supposedly made serious strides in improving handling/ performance. w/ the way car prices are lately, japanese cars are more bang for the buck. gotta love those german horses though still...
09-19-2006, 01:43 PM
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saw this in another forum....
"Dyno'd our new 335i today. The dyno actually reads a bit low for a dynojet. Other dynojets in the area usually read 8-12whp higher. Regardless, the results were better than expected. Yes, the car is grossly under-rated from the factory.
All results were taken in 4th gear, btw. A 3rd gear pull made a few more ponies but the run was very short.
Best Regards,
Shiv
Vishnu Performance Systems"
Later on he also added the following in another statement.
"The stock turbos do seem capable of holding more boost at redline. In stock form, boost peaks at 9ps but falls down to 5psi up top and then again to 0psi at redline. This is one of the things I'm playing around with right now.
For more info on how the boost controls stem works, here's a post i made the other day...
I've been playing around with our new 335i and found a few interesting bits. One thing I noticed, after much datalogging, probing and head-scratching is its boost control system. It's pretty unique. I haven't seen anything like this employed before in any turbo application, twin turbo or otherwise.
Unlike other turbo systems (evo included) which have a positive mechanical wastegate pressure (that keeps the wastegate normally shut); the wastegates on the turbo are designed to remain fully extended in its natural state. This means if you disconnected all forms of boost control, the 335i runs 0psi of boost. On the other hand, if you do this to an EVO, it will run 11psi of boost. To get more boost in the EVO, the factory boost control solenoid bleeds off the wastegate pressure so the wastegate stays more shut. If the wastegate signal hose, for some reason, were to pop off or rupture, the wastegate would get no boost signal, and you'd get an engine-grenading overboost condition.
With the BMW, to get more boost, it regulates a *VACUUM* signal to pull *CLOSE* the naturally open wastegate. During normal off-boost driving, the wastegate is fed 10" of vacuum which keeps the wastegate partially open. During WOT, but before full boost is reached, the wastegate is fed 20" of vacuum, which completely closes the wastegates for maximum boost response. Once full boost is reached, the wastegate sees 3-5" of vacuum used to regulate the wastegate opening for sustaining the desired boost. Once fuel cut is reached, the clever folks at BMW decided that boost needs to go to 0psi so as to not result in a big, uncivilized "bang bang bang" against the rev limiter. To do this, it cuts all vacuum to the wastegates and they go fully open (no boost!).
The upside to this approach, as i see it at least, is as follows:
1) During start-up, the wastegates are open and the turbos are effectively bypassed. This means that much of the hot exhaust coming out of the engine doesn't go through the turbine wheel and cool off. Instead, it goes right out the wastegate and right into the catalyst. This gets them up to temp quicker and makes the boys at the EPA happy. This also means that BMW can push the cats back downstream a little bit instead of cramming them right up against the turbo where backpressure effects are most deleterious.
2) There is no way to induce an overboost since the natural state of the wastegate is fully open. In other turbo cars, something as simple as a wastegate line rupture will cause the car to overboost.
3) Its just cool engineering. Leave it to the Germans.
The downside to this approach, as i see it at least, is as follows:
1) It requires the use of a separate vacuum tank that needs to be smuggled under the hood somewhere. This takes up a little bit of space and costs extra money. Not much but we all know how OEMs like to shave off every extra bit of material and cost.
2) It confused me for a good part of the morning."
then....
"So far, all we did was minor ignition timing, fuel and boost pattern tweaks. Even on our 91oct, I suspect there is still a good deal more power that can be safely extracted once we have finished this project.
Results:
The gains were greatest at higher engine speeds. At 7000rpm, we picked up nearly 70whp with richer-than-stock A/F ratio. Peak WHP increased from 278 to 310whp at 6000rpm. Torque from 288lb-ft to 311lb-ft. I stayed nice and conservative at low to mid engine speeds (where, quite frankly, we should see the biggest gains when all is said and done). This was because I don't yet have control of the AFR targets in this region.
Once we get control of the fuel in this region, we can start to turn up the wick and really get the sick midrange torque. For now, all we really wanted to do is make the car charge to redline instead of fall flat above 6000rpm.
Thus, The stock set-up falls off to 220whp @ Redline 7000 rpm. The tuned set-up still makes 290whp @ redline 7000 rpm"
"Dyno'd our new 335i today. The dyno actually reads a bit low for a dynojet. Other dynojets in the area usually read 8-12whp higher. Regardless, the results were better than expected. Yes, the car is grossly under-rated from the factory.
All results were taken in 4th gear, btw. A 3rd gear pull made a few more ponies but the run was very short.
Best Regards,
Shiv
Vishnu Performance Systems"
Later on he also added the following in another statement.
"The stock turbos do seem capable of holding more boost at redline. In stock form, boost peaks at 9ps but falls down to 5psi up top and then again to 0psi at redline. This is one of the things I'm playing around with right now.
For more info on how the boost controls stem works, here's a post i made the other day...
I've been playing around with our new 335i and found a few interesting bits. One thing I noticed, after much datalogging, probing and head-scratching is its boost control system. It's pretty unique. I haven't seen anything like this employed before in any turbo application, twin turbo or otherwise.
Unlike other turbo systems (evo included) which have a positive mechanical wastegate pressure (that keeps the wastegate normally shut); the wastegates on the turbo are designed to remain fully extended in its natural state. This means if you disconnected all forms of boost control, the 335i runs 0psi of boost. On the other hand, if you do this to an EVO, it will run 11psi of boost. To get more boost in the EVO, the factory boost control solenoid bleeds off the wastegate pressure so the wastegate stays more shut. If the wastegate signal hose, for some reason, were to pop off or rupture, the wastegate would get no boost signal, and you'd get an engine-grenading overboost condition.
With the BMW, to get more boost, it regulates a *VACUUM* signal to pull *CLOSE* the naturally open wastegate. During normal off-boost driving, the wastegate is fed 10" of vacuum which keeps the wastegate partially open. During WOT, but before full boost is reached, the wastegate is fed 20" of vacuum, which completely closes the wastegates for maximum boost response. Once full boost is reached, the wastegate sees 3-5" of vacuum used to regulate the wastegate opening for sustaining the desired boost. Once fuel cut is reached, the clever folks at BMW decided that boost needs to go to 0psi so as to not result in a big, uncivilized "bang bang bang" against the rev limiter. To do this, it cuts all vacuum to the wastegates and they go fully open (no boost!).
The upside to this approach, as i see it at least, is as follows:
1) During start-up, the wastegates are open and the turbos are effectively bypassed. This means that much of the hot exhaust coming out of the engine doesn't go through the turbine wheel and cool off. Instead, it goes right out the wastegate and right into the catalyst. This gets them up to temp quicker and makes the boys at the EPA happy. This also means that BMW can push the cats back downstream a little bit instead of cramming them right up against the turbo where backpressure effects are most deleterious.
2) There is no way to induce an overboost since the natural state of the wastegate is fully open. In other turbo cars, something as simple as a wastegate line rupture will cause the car to overboost.
3) Its just cool engineering. Leave it to the Germans.
The downside to this approach, as i see it at least, is as follows:
1) It requires the use of a separate vacuum tank that needs to be smuggled under the hood somewhere. This takes up a little bit of space and costs extra money. Not much but we all know how OEMs like to shave off every extra bit of material and cost.
2) It confused me for a good part of the morning."
then....
"So far, all we did was minor ignition timing, fuel and boost pattern tweaks. Even on our 91oct, I suspect there is still a good deal more power that can be safely extracted once we have finished this project.
Results:
The gains were greatest at higher engine speeds. At 7000rpm, we picked up nearly 70whp with richer-than-stock A/F ratio. Peak WHP increased from 278 to 310whp at 6000rpm. Torque from 288lb-ft to 311lb-ft. I stayed nice and conservative at low to mid engine speeds (where, quite frankly, we should see the biggest gains when all is said and done). This was because I don't yet have control of the AFR targets in this region.
Once we get control of the fuel in this region, we can start to turn up the wick and really get the sick midrange torque. For now, all we really wanted to do is make the car charge to redline instead of fall flat above 6000rpm.
Thus, The stock set-up falls off to 220whp @ Redline 7000 rpm. The tuned set-up still makes 290whp @ redline 7000 rpm"
09-19-2006, 02:26 PM
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Last edited by Renesis_8; 09-11-2011 at 09:12 AM.
09-19-2006, 08:23 PM
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09-20-2006, 04:15 PM
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I think I like it from just a pure highway/around town driving standpoint. Looking under the covers though, its still almost a 3600 lb car (unladen). Thats a whole lot of weight to get around the twisties @ Tremblant or the Glen. In the search for the perfect track/highway/daily driver I still might have to pass on this one.
09-20-2006, 07:10 PM
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just got back from test driving the 335. with Sport Package and Premium Package (leather), the final sticker price was $46K.
Overall I have to agree w/ most of the assessments made here. the power delivery is really nice with only a hint of turbo lag. I didn't really get to feel out the handling as much as I wanted on the busy city streets unfortunately; but my initial impressions are that it is in fact a bit softer than the E46 M3. Interior however is improved from the E46 line; the deep red leather on the Sport seats looks surprisingly sharp. Overall a pretty good value for the money, esp. when you think about the add'l power that could be derived from turbo tuning.
I did have a couple of nitpicks though that really kept me from being bowled over by the experience:
1) similar to the last 2 or 3 3-series cars I've driven, the shifter just has that vague rubbery feeling that seems so foreign to a Mazda/Honda driver. felt kinda like I was shifting a banana!! perhaps I would quickly get used to it, but for now I prefer the slightly notchier mechanical movement of my RX8 shifter. more bolt-action-like, if you will.
2) engine sound is a bit too muted, barely hear the turbos and the exhaust really smothers the sound even at higher RPMs. of course, I happen to be comparing this again to the E46 M3....while BMW may not be concerned with that comparison themselves. and I'm not that big a fan of the M3's particular metallic rasp, but at least it's singing to the driver and making itself known at open throttle.
So while i'm impressed overall with this car based on my short test, Idon't know if I would take it over the outgoing M3, from a purely smiles-per-mile/enthusiast/weekend car standpoint. Sorta along the lines of why many of us RX8 owners chose it over the G35 coupe. One car is a little more buttoned down and the other one is a little more visceral.
Overall I have to agree w/ most of the assessments made here. the power delivery is really nice with only a hint of turbo lag. I didn't really get to feel out the handling as much as I wanted on the busy city streets unfortunately; but my initial impressions are that it is in fact a bit softer than the E46 M3. Interior however is improved from the E46 line; the deep red leather on the Sport seats looks surprisingly sharp. Overall a pretty good value for the money, esp. when you think about the add'l power that could be derived from turbo tuning.
I did have a couple of nitpicks though that really kept me from being bowled over by the experience:
1) similar to the last 2 or 3 3-series cars I've driven, the shifter just has that vague rubbery feeling that seems so foreign to a Mazda/Honda driver. felt kinda like I was shifting a banana!! perhaps I would quickly get used to it, but for now I prefer the slightly notchier mechanical movement of my RX8 shifter. more bolt-action-like, if you will.
2) engine sound is a bit too muted, barely hear the turbos and the exhaust really smothers the sound even at higher RPMs. of course, I happen to be comparing this again to the E46 M3....while BMW may not be concerned with that comparison themselves. and I'm not that big a fan of the M3's particular metallic rasp, but at least it's singing to the driver and making itself known at open throttle.
So while i'm impressed overall with this car based on my short test, Idon't know if I would take it over the outgoing M3, from a purely smiles-per-mile/enthusiast/weekend car standpoint. Sorta along the lines of why many of us RX8 owners chose it over the G35 coupe. One car is a little more buttoned down and the other one is a little more visceral.
09-22-2006, 12:46 AM
#63
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Originally Posted by GULAMAN
just got back from test driving the 335. with Sport Package and Premium Package (leather), the final sticker price was $46K.
Overall I have to agree w/ most of the assessments made here. the power delivery is really nice with only a hint of turbo lag. I didn't really get to feel out the handling as much as I wanted on the busy city streets unfortunately; but my initial impressions are that it is in fact a bit softer than the E46 M3. Interior however is improved from the E46 line; the deep red leather on the Sport seats looks surprisingly sharp. Overall a pretty good value for the money, esp. when you think about the add'l power that could be derived from turbo tuning.
I did have a couple of nitpicks though that really kept me from being bowled over by the experience:
1) similar to the last 2 or 3 3-series cars I've driven, the shifter just has that vague rubbery feeling that seems so foreign to a Mazda/Honda driver. felt kinda like I was shifting a banana!! perhaps I would quickly get used to it, but for now I prefer the slightly notchier mechanical movement of my RX8 shifter. more bolt-action-like, if you will.
2) engine sound is a bit too muted, barely hear the turbos and the exhaust really smothers the sound even at higher RPMs. of course, I happen to be comparing this again to the E46 M3....while BMW may not be concerned with that comparison themselves. and I'm not that big a fan of the M3's particular metallic rasp, but at least it's singing to the driver and making itself known at open throttle.
So while i'm impressed overall with this car based on my short test, Idon't know if I would take it over the outgoing M3, from a purely smiles-per-mile/enthusiast/weekend car standpoint. Sorta along the lines of why many of us RX8 owners chose it over the G35 coupe. One car is a little more buttoned down and the other one is a little more visceral.
Overall I have to agree w/ most of the assessments made here. the power delivery is really nice with only a hint of turbo lag. I didn't really get to feel out the handling as much as I wanted on the busy city streets unfortunately; but my initial impressions are that it is in fact a bit softer than the E46 M3. Interior however is improved from the E46 line; the deep red leather on the Sport seats looks surprisingly sharp. Overall a pretty good value for the money, esp. when you think about the add'l power that could be derived from turbo tuning.
I did have a couple of nitpicks though that really kept me from being bowled over by the experience:
1) similar to the last 2 or 3 3-series cars I've driven, the shifter just has that vague rubbery feeling that seems so foreign to a Mazda/Honda driver. felt kinda like I was shifting a banana!! perhaps I would quickly get used to it, but for now I prefer the slightly notchier mechanical movement of my RX8 shifter. more bolt-action-like, if you will.
2) engine sound is a bit too muted, barely hear the turbos and the exhaust really smothers the sound even at higher RPMs. of course, I happen to be comparing this again to the E46 M3....while BMW may not be concerned with that comparison themselves. and I'm not that big a fan of the M3's particular metallic rasp, but at least it's singing to the driver and making itself known at open throttle.
So while i'm impressed overall with this car based on my short test, Idon't know if I would take it over the outgoing M3, from a purely smiles-per-mile/enthusiast/weekend car standpoint. Sorta along the lines of why many of us RX8 owners chose it over the G35 coupe. One car is a little more buttoned down and the other one is a little more visceral.
09-22-2006, 05:20 PM
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more impressive than these numbers is the 30-50 and top gear accel. Lot of usable power, and a very nice ride....it will be in my driveway soon !
http://www.caranddriver.com/roadtest...ecs-page4.html
http://www.caranddriver.com/roadtest...ecs-page4.html
09-23-2006, 11:15 PM
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More good news from Vishnu: http://www.e90post.com/forums/showthread.php?t=31110
09-24-2006, 01:39 AM
#69
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I test drove one today. It was an auto though. I almost wet myself when the 300hp kicked in. I loved everything about my test drive. The dealer showed me a great road through an industrial park that was uphill. We went both up and down it and it was full of some GREAT curves for test driving a car. The 335i felt firm and planted with tons of power to spare. Overall, it was fantastic car, but I think a bit pricey when you build it up compared to the IS350, which is the other car I test drove today. The 350 is by far the bang for your buck and the V6 with 300 hp was equally impressive, but I hate that it doesnt have a manual tranny. The lexus is probably 60/40 Luxury to sport, while I think the BMW is more 50/50 when fully equipped, which cost more than the loaded IS350. I am torn trying to chose one.
I will say that I took my 8 to the same twisty road right after I took the 335i out. I never left 3rd gear through the entire "track" and the 8 felt just as good, if not better, than the 335. The 8, as usual, felt incredibly nimble through each turn. The 8 did exhibit more body roll than the BMW, but I never felt as though I couldnt push the 8 a little more.
I will say that I took my 8 to the same twisty road right after I took the 335i out. I never left 3rd gear through the entire "track" and the 8 felt just as good, if not better, than the 335. The 8, as usual, felt incredibly nimble through each turn. The 8 did exhibit more body roll than the BMW, but I never felt as though I couldnt push the 8 a little more.
09-24-2006, 09:12 AM
#70
Originally Posted by foxman
I love it that it has dual exhaust, my 335i lust is growing. New vids popping up all over the place.
http://www.youtube.com/watch?v=D8n0RpNulZs
http://www.youtube.com/watch?v=yN_eTF6S_ao
http://www.youtube.com/watch?v=D8n0RpNulZs
http://www.youtube.com/watch?v=yN_eTF6S_ao
09-24-2006, 03:39 PM
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The IS350 in CAN$ is not that much cheaper than the 335i? I believe when I looked it was $56+, and the BMW was $60ish with all the options (I am including GST). The styling on the IS350 was just totally boring....as far as performance it was a quick car, but I think the edge was to the 335i? Relative to other cars in it's class it is decent value, but yes you pay a bit more for a BMW. Hell isn't a 350Z fully loaded (incl. gst) $55+? What car would you rather have? I'd spend (will spend 
) the extra 5-6k and have better performance with the better ride. I will miss the 8 though....not too many cars feel like a glove when you drive them!
I might be gettin the auto with paddle shifting though? No difference in power, and I was impressed with the smooth and powerful accel.!
) the extra 5-6k and have better performance with the better ride. I will miss the 8 though....not too many cars feel like a glove when you drive them!I might be gettin the auto with paddle shifting though? No difference in power, and I was impressed with the smooth and powerful accel.!
09-27-2006, 11:02 PM
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Vishnu is the ****!!!
09-28-2006, 08:03 AM
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In a little over a year I will, and will probably opt for the sedan version. As much as I like the sedan it will be time to settle down. I'll have the 8 to tinker with and the 335 to...well...tinker with. Haha.