Every car manufacturer, it seems, wants to build a BMW beater, and after looking at competent sedans such as the Acura TL one might begin to think they offer better value when measured against BMW's 3 Series cars. Then you get into a 330i sedan, or any of the other 3 Series models, and you realize the gap is far wider than price differential.
If price is an issue, then don't hesitate to choose the 325i. For nearly $7,000 less, you get an outstanding sports sedan. You may never miss the extra power of the 330i, and you certainly won't miss the increase in monthly payments. The 2.5-liter engine doesn't develop the urgent thrust of the 3.0-liter. But there's plenty of power here, and it's delivered smooth and linearly with no significant dead spots or rushes. Just strong, gradual propulsion. It's so smooth, that it's easy to rev past the redline to where the rev limiter cuts back on the throttle. BMW's Double VANOS variable-valve timing helps both engines provide plenty of torque (the force that makes a car jump when you hit the gas) throughout the rev range.

The 3.0-liter engine delivers more gusto at the top of the rev range, yet is surprisingly strong at lower engine speeds, too. BMW claims a 0-60 mph time of 6.4 seconds, versus 7.1 seconds for the 325i. Speed costs money. How fast do you want to go? Both models top out at an electronically limited 128 mph.
Bucking a worldwide trend, BMW uses inline six-cylinder engines instead of V6 designs. Though it takes up more space, an inline-6 is considered to be inherently smoother by design than a V6. Indeed, BMW believes that six pistons lined up in a row run more smoothly than two banks of three pistons arranged in a V. Both 3 Series inline-6s feature fully electronic throttle control, variable valve timing, and a dual-resonance intake system. The throttle feels light and linear, perhaps because of the electronic throttle control.

Changing gears with the five-speed manual gearbox is a smooth, satisfying operation. The shifter uses longer throws than in a sports car, but it's a precise movement befitting a world-class sports sedan. The automatic transmission works superbly, always keeping the engine in the optimal power range. All automatics are five-speed Steptronics. Pulling the lever to the left allows auto-manual downshifting and upshifting. For 2002, BMW has switched shifting directions: Now, tip the shift lever forward to downshift, pull it rearward to upshift. Steptronic can be useful and entertaining. But the real benefit of these transmissions is how well they work in the automatic mode. Shifting is smooth and precise and the driver almost always feels the transmission is working as part of the team, rather than fighting against driver and engine.

These cars are extremely stable. I found it difficult to obey the 55 mph speed limit while driving a 325i sedan around Washington's Capitol Beltway, and impossible to stay within the law on Maryland's back roads. The 330i is so smooth and stable that I needed to trail-brake the first time I came into a favorite sweeping turn, realizing that I was coming into it a little hotter than usual. The suspension is tight, feeling like fine machinery. A 325i driven last year didn't seem as quiet, nor did it ride as smoothly as the best luxury sedans from Japan. But these cars feel much tauter. A 2002 330i sedan driven back to back with an Acura TL Type-S immediately showed how vastly more sophisticated the suspension felt. These cars put the driver in touch with the road. You hear and feel what's going on, though the outside world is muted well enough to ensure comfort. It's a balance that BMW masters. The stiff chassis structure allows the suspension to dampen irritating road vibration, reducing the chance of squeaks and rattles.

Steering response is more like that of a sports car than a luxury sedan. There's little play in the steering and the feeling is one of directness. This car goes exactly where you point it. Unlike the over-boosted power steering found on many other luxury sedans, the BMW's steering provides a real feel of the road. The steering does not feel heavy, however, it feels surprisingly light. This car handles curves with aplomb, gripping tenaciously during aggressive cornering maneuvers. When the tires finally let go, the resulting slide is still fairly easy to control; it requires a bit more skill than in a front-wheel-drive car, but at the same time allows the driver more control.
Brakes are even more important to going fast than horsepower, and the 3 Series provides excellent stopping power. Parking a 330i next to an Acura TL Type-S provided a striking comparison: Massive rear discs seen through the spokes of the BMW wheels dwarfed the rear discs on the Acura. On a familiar twisting, bumpy, gnarly road, I slammed on the brakes both in a straight line and while turning, the latter a real driving faux pas. Either way, the 3 Series sedan brought me to a quick, uneventful stop. The anti-lock braking system was hardly needed on the dry pavement because the tires offer good grip and the suspension does its job, keeping the car stable and minimizing nosedive, so that the rear tires can contribute to the effort. As a result, this car stops very quickly, and it's easy to control in a panic braking situation.

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While front-wheel drive has its merits, pure race cars use rear-wheel drive. Enthusiasts prefer rear-wheel drive because they can actually steer the car with throttle inputs. The payback for this added element of control can be a skittish rear end, particularly on slick surfaces, a condition known as oversteer. Clearly, however, rear-wheel drive offers benefits even at a modest pace. The steering, handling and general feel is noticeably different even when driving around the block. Bottom line: the BMW feels much more sophisticated than front-drive sedans from Japan that are asking the front wheels to do two jobs at the same time.

All 3 Series models come with Dynamic Stability Control, which enhances driver control and safety in emergency maneuvers. DSC helps stabilize the vehicle in severe cornering maneuvers by judiciously applying the brakes to individual wheels. In other words, it helps the driver maintain control when the tires lose grip. This can save your life by helping you keep the car on the road; just remember to point the steering wheel in the direction you want to go. But DSC also enhances handling on winding roads, smoothing out minor errors, making adjustments when you hit a patch of sand in the middle of a tight corner. The system kicked in for me in one tight corner, while I kept the throttle to the floor. The rear tires lost grip, but DSC expertly reduced throttle and applied a little braking force to one of the front wheels; the chassis changed its set subtly and off I went again. This is extremely beneficial on a rear-drive car in slippery conditions, but it's also useful on dry pavement. A switch allows the driver to turn DSC off when it isn't wanted, in actual racing, for example.
For 2002, BMW has further refined its Dynamic Stability Control system adding speed-sensitive sophistication to its operation. By pressing the DSC button briefly, the engine intervention feature is turned off, leaving only brake intervention functional at low speeds; as speed increases, however, the engine intervention gradually comes into play. Hold the DSC button down and it shuts off everything except anti-lock braking.

The 325xi sport wagon we drove was equipped with all-wheel drive. The car felt like it was on rails on dry pavement. The all-wheel-drive system on 325xi and 330xi models uses a planetary center differential to split drive torque 38/62 percent front/rear, preserving the rear-wheel-drive feel that BMW enthusiasts demand. All-Season Traction Control (AST) and a specially calibrated version of BMW's Dynamic Stability Control (DSC-X) enhance foul-weather safety. For 2002, BMW has added Hill Descent Control to the all-wheel-drive models' DSC-X. Hill Descent Control helps the driver maintain speed and stability on steep downhill runs. The driver need only press a dedicated HDC button on the console to activate it; Hill Descent Control then takes over, gently applying the brakes as necessary to help keep the speed to a brisk walking pace. Just keep your feet off the pedals and let it walk you down the grade.

BMW's 3 Series cars offer a truly satisfying driving experience. They offer rear-wheel drive and five-speed gearbox, and BMW's commitment to this combination speaks volumes about its priorities. Other cars in this price range surpass the 3 Series in significant areas. The Lexus ES 300 is smoother and far quieter, and the Acura TL provides roomier rear seating accommodations and more features for less cash. But those are near-luxury cars, while the BMW is a true sports sedan. If driving satisfaction is top priority, one of the 3 Series models should top your shopping list.

These BMWs are superb cars and that's why the 3 Series continues to be the benchmark for sports sedans. It's been that way since the late 1970s, and we don't see it changing. The purchase price of all 3 Series models includes scheduled maintenance for three years or 36,000 miles.