2011 BMW 328

As BMW runs a war path with new model introductions — two gigantic, turtle-shaped crossovers a year, at this pace — they haven't forgotten where the profit margin lies. It's in the little 3 Series.

Even in the worst automotive sales climate in nearly two decades, more than 90,000 people in this country bought a 3 sedan, wagon, convertible, coupe or M last year. Young maverick-type men and attractive suburban women can't, for the life of themselves, stay away from this car. It's been like this for nearly two decades.

So BMW's getting generous. Price a new 328i like ours on their website and you'll see the "Value Package" pre-selected. It's a no-charge combo of 17-inch alloys, leather and iPod integration. In other words, BMW looked dumb selling a luxury car with 16-inchers, fake leather, and a $400 USB cable when Audi, Acura and even Mercedes do more for less.

But those front seats, now standard with real cowhide instead of "leatherette," have three clunky levers. They're manual. They don't have any map pockets behind them. There's a phone button on the steering wheel (heated for $190) to talk handsfree via Bluetooth, but it doesn't work, because this 3 doesn't have the $750 "BMW Assist" option. A few hundred more and you'll get — an alarm system.

What we've got is a $42,000 car with a lot of kit missing. Sure, there are heated seats, a moonroof, and those beautiful "angel eye" rings around the halogen headlamps (xenon costs $900). But you're left feeling BMW is still up to its old à la carte tricks. They take out everything you'd expect to find on a $42,000 car (like folding split rear seats) and know you'll add it back at premium cost.

None of the mavericks seems to have cared. Sales are up 10 percent through July this year versus '09. And I want one badly, too. Every other month, I'll peek at used 328i coupes on the internet, poking through listings to find a loaded one with a 6-speed manual and 18-inch rims off the sport package. I don't care if the 3 is the Civic of Wellesley. I can't get over how good they look for around $20K. At that price, I could deal with manual seats.

The big selling point of the 3 Series, despite what the Audi A4, Acura TSX, Mercedes C-Class and Infiniti G have come close to matching, is the drive. The base 3.0-liter six feels more powerful than its 230 horsepower suggests, and much smoother and more melodious than most V-6s. Chalk it up to the low gearing of the 6-speed automatic, which is very responsive to throttle jabs and manual paddle shifts, yet can feather around in traffic without fuss.

There's a lot of weight to the steering at city speeds — at first, that can feel burdensome — but the result is a steady stream of feedback from the road. The suspension strikes that magical balance between curve carving and comfort, and the brakes step in with a reassuring bite and pedal feel.

I used to borrow my friend's 2001 325i sedan to go on job interviews in and out of Boston, hoping the interviews would end quickly so I could go back and drive some more. His car is just as spartan inside as this 2011 (and amid the trend of button-crazy dashes and aggravating touch screens, this is a refreshing thing). But 10 model years of separation haven't dimmed the 3's personality: a no-nonsense driver's machine that's ready to hustle (with four people, in a pinch).

In M3 guise — tuned by BMW's motorsports division — the 3 Series is ready to race. At $60,000, a lot of things come standard, namely power, buttons that say "power," and power seats. Instead of the purring and humming from the 328i, the M3's 4.0-liter V-8 sounds as if all eight pistons will burst through the engine block.

Nail the M3 in second gear on a highway onramp and you'll be pressed hard into the pavement, wailing until the tachometer flashes red at 8,400 rpm. That most eyes can't tell it apart from the regular car makes the 3 Series even more desirable. Is that just a pretty red convertible? Or does it carry many potential counts of reckless endangerment? There's a 3 Series for that.

Gas mileage in the 328i didn't improve much from the M3: 15 miles per gallon over 200 miles, mostly in the city. Blame it on our car's xDrive all-wheel-drive system, which adds 221 pounds over the rear-wheel-drive car. It's hard to find a rear-wheel-drive 3 Series in New England. Believe me, I've looked. I was skeptical if xDrive would numb the handling, making the turn-in less crisp than my friend's 325i, but the rear-biased torque mitigated that. Even better, xDrive-equipped cars no longer look like they're jacked up Subarus, as they used to a generation ago.

In a few years, this 328i will be a better value. It's a fluid shape creased in all the right places, one that's designed to age well. The doors, trunk, switchgear and interior materials will retain their solid, quality feel. Given the proper care, it should run as smooth and quick as ever.

Vehicle Overview

Offered in 328i, twin-turbo gasoline 335i and twin-turbo diesel 335d forms, the 3 Series is BMW's bread-and-butter model. Available in sedan, wagon, coupe and retractable-hardtop convertible body styles, the 328 competes with the Infiniti G and Mercedes-Benz C-Class. The 335 is listed separately in the Cars.com Research section.

New for 2011

Coupe and convertible models get some exterior tweaks. Other than that, BMW changed equipment in some option packages for 2011.

Exterior

The 328 features a long hood and short front overhangs. The 2011 coupe and convertible get styling tweaks to further separate them from the sedan, including a new hood, fresh twin-kidney grille, adaptive xenon headlights ringed by LED lighting, and new LED taillights. Exterior features include:

• Optional automatic high-beam headlights
• 16-inch wheels
• 17-inch wheels are optional on sedans but standard on coupes and convertibles
• Run-flat tires are mounted on all models
• Optional Active Steering with speed-sensitive assist

Interior

Sedans and wagons can hold five occupants, while coupes and convertibles seat four. iDrive, available only with an optional navigation system, is BMW's latest and best version, revamped with better graphics, more shortcut keys and improved menu functionality.

Interior features include:

• Push-button ignition
• Standard automatic climate control
• Optional navigation system with iDrive
• Optional adaptive cruise control can gently apply the brakes to maintain a preset speed
• Standard HD radio

Under the Hood

The base engine is a naturally aspirated 3.0-liter inline-six-cylinder.

Features include:

• 230 horsepower, 200 pounds-feet of torque
• Variable valve timing
• Six-speed manual gearbox
• Optional six-speed automatic transmission with Normal, Sport and Manual modes
• Optional all-wheel drive

Safety

Convertibles aren't available with side curtain airbags like the coupe, sedan and wagon trims are. However, convertibles do have a side airbag head extension.

Standard safety features include:

• Antilock brakes
• Electronic stability system
• Side curtain airbags (not available on convertible)
• Side-impact airbags
• Active front head restraints

2011 Acura TL

Vehicle Overview

Acura's best-selling sport sedan was overhauled for 2009, when it received new exterior styling, a base 280-horsepower, 3.5-liter V-6 engine and the addition of a Super-Handling All-Wheel Drive model with a 305-hp, 3.7-liter V-6. For 2010, the all-wheel-drive model got an optional six-speed manual transmission that is 86 pounds lighter than the standard five-speed automatic.

New for 2011

The TL carries over from 2010 without significant changes.

Exterior

The TL sedan's exterior was drastically redesigned for 2009, when it gained an aggressive, pronounced "beak" that juts out from under Acura's shield grille.

Exterior features include:

• Unusual front and rear styling
• 17-inch alloy wheels standard; 18- or 19-inch wheels available
• Projector low-beam and halogen high-beam headlights
• Front fog lamps
• In-glass radio antenna
• Dual exhaust finishers

Interior

The TL's interior received a face-lift for 2009, making it more upscale. Every TL model comes with a six-disc CD changer, USB connectivity and an MP3 jack. The Technology Package provides interior upgrades like keyless access; a full-color, voice-activated navigation system; and a 410-watt surround-sound audio system. The TL seats five.

Standard interior features include:

• Leather-trimmed interior
• 10-way power driver's seat, including power lumbar support
• Dual-zone automatic climate control
• Heated front seats
• Steering-wheel buttons that operate audio, cruise control and voice recognition

Under the Hood

There's a choice of two engines, both of which come with a standard five-speed automatic transmission. A six-speed manual is optional for the 3.7-liter V-6 on the TL SH-AWD.

Mechanical features include:

• 280-hp, 3.5-liter V-6 with 254 pounds-feet of torque
• 305-hp, 3.7-liter V-6 with 275 pounds-feet of torque (TL SH-AWD)
• EPA-estimated mileage of 18/26 mpg city/highway in base TL, 17/25 mpg in SH-AWD (auto or manual)

Safety

Standard safety features include:

• Antilock brakes with electronic brake-force distribution and brake assist
• Side-impact and side curtain airbags
• Electronic stability system
• Three-point seat belts in all positions
• Active head restraints for front seats

Jetta TDI Test: VW Jetta TDI vs. Hyundai Elantra Limited

In just two short months, the odometer on our long-term 2011 VW Jetta has already rolled past 5,000 miles. That's more than twice the national average for miles driven per month, and our goal is to continue racking them up until next April.
We recently had the opportunity to travel to Chattanooga, Tenn., a 120-mile drive from the AutoTrader HQ, to tour Volkswagen's new factory and get behind the wheel of the upcoming 2012 Volkswagen Passat. Since it was a short drive, it made sense to hop into our Jetta, rather than a jet. Interestingly enough, a 2011 Hyundai Elantra Limited arrived in our garage just before we left.
Now, there are a few things that are significant about the Elantra this year. It was totally reimagined for 2011, and Hyundai aimed to make it a major contender in the market. The Elantra is beautifully designed with swooping curves, large wheels and a gorgeous interior, and Hyundai has packed the car so full of technology and premium features that would feel right at home next to a Mercedes S-Class. Navigation, sunroof heated front and rear seats, automatic headlights  and a six-speed automatic transmission ? the Elantra follows the same "unexpectedly luxurious" mantra successfully implemented by the bigger Sonata and Genesis.
Plus the EPA rates the Elantra's gasoline engine at 40 miles per gallon on the highway. Wait ? 40 mpg? That's surprisingly close to the 42 mpg rating for our Jetta TDI. We think Olga wants to rumble.

Comparably Equipped, Mostly
When it comes to features, the Elantra wins, hands down. Sitting side by side, the Elantra Limited is similarly equipped at a lower price than the Volkswagen. Though there aren't many differences, the Hyundai comes with real, albeit somewhat stiff, leather seats instead of leatherette, automatic headlights and heated rear seats, all for just under $23,000. The Jetta costs around $26,000, but it has heavy, substantial feeling doors that swing and click closed in a way that only German cars do, while the Elantra's doors feel thin and hollow by comparison. Both cars come equipped with navigation, satellite radio and keyless ignition, so we push the start buttons and head north for the mountains.
German Driving Advantage
On the highway, both cars are smooth, comfortable rides, but each has its own special brand of road noise. The Jetta's dash is made of hard plastics, and in our short ownership so far, it's already developed a few minor creaks and rattles. Turning up the music drowns them out with ease, but given that our test Elantra had more miles on the odometer and lacked any rumblings from its soft-touch dash, we think it's worth mentioning. The Elantra isn't without fault, though, because its tiny 1.8-liter four-cylinder engine whines at high speeds. While the Jetta's diesel engine emitted only a low burble for the duration of the drive, the Elantra struggled to keep up at highway speeds, and its audible engine drone was distracting.
Probably the most noteworthy difference in the cars comes with the steering. With its beefy, weighted wheel and intuitive response, the Jetta feels planted at 75 mph. By comparison, the Elantra feels nervous at speed, and both of our drivers complained about the amount of work required keeping the Hyundai in place with its overly fussy electrically-assisted steering. The Jetta is the clear victor here.

Not Quite 40 MPG
Of course we were maintaining a brisk pace and driving uphill into the Appalachian Mountains, but neither car achieved its full fuel economy potential. The EPA rates the Elantra at 29 mpg in the city and 40 mpg on the highway, while the Jetta comes in at 30 city/42 highway. During the course of this all-interstate drive, the Hyundai averaged a total of 35.1 mpg, while the Jetta made a competitive 38.4. Given that the price of diesel is typically costs 30 cents more than regular 87-octane gasoline, we can't conclusively name a fuel-sipping winner.
After almost 250 miles in each car, we think both the Volkswagen Jetta and the Hyundai Elantra make excellent companions for long commutes. The loaded Elantra is a value buy for the consumer most interested with getting premium-grade features in their economy ride. The Jetta TDI has the heart of an enthusiast's car, though, and while it may not have quite as many bells and whistles, it's certainly more fun to drive.

Stay tuned for our next Jetta TDI update, where we try to see which is cheaper: Diesel or jet fuel. One of our writers takes Olga to Maryland and back, and tries to do it for less than the cost of a round-trip flight.