babypuppi: 2008 bmw 328i specs 0-60

Showing posts with label 2008 bmw 328i specs 0-60. Show all posts

Monday, December 31, 2018

[5] 2008 Bmw 328i Specs On This Week Gallery

2008 BMW 328i Convertible Review

THE AUTO PAGE
by
JOHN HEILIG

SPECIFICATIONS 2008 BMW 328i Convertible

Model: BMW 328i convertible
Engine: 3.0-liter DOHC inline six
Horsepower/Torque: 230 hp/200 lb.-ft.
Transmission: 6-speed manual
Wheelbase: 108.7 in.
Length x Width x Height: 180.6 x 70.2 x 54.5 in.
Tires: P255/35R18
Cargo volume: 9.0 cu. ft.
Economy: 17 mpg city/27 mpg highway/19.8 mpg test
Fuel capacity: 16.1 gal.
Price: $49,825 (includes $775 destination charge and 45,850 inoptions)

The Bottom Line – Of the choices one has for a BMWsporty car, the 328i convertible is by far the best. It’s beautiful,much better looking in my eyes than the Z4, and it carries up to fourpeople. It looks like a “normal” 3-Series coupe, but when thehard top is stowed in the trunk it’s a new animal.

A week in a BMW 328i convertible is not an unpleasant way tospend your time. To me, this is one of the gems in the BMW catalogthat’s filled with gems. By day, it’s a normal-looking BMW3-Series coupe, if a tad longer. When the top drops, though, it turns intothe “mature” sports car of BMW’s line, competing with theZ4 and outlooking it in every sense.

The top is a marvel of engineering. My simple mind stillcan’t comprehend how engineers can develop a hard top that canseparate, fold and disappear into the trunk. In the case of the 328i, ittakes about 10-12 seconds for the transformation.

To make the transformation work, a sliding panel must be inplace in the trunk. If it’s in the “up” position, you getthe full advantage of the limited 9.0 cubic foot trunk. When it’slowered, trunk space becomes minimal, but the top then has a place to go.The lowered top also frees up the rear seat for storage. The seat issomewhat obscured when the top’s up because you have to slide thefront seat forward, etc., to gain access.

In convertible form, there’s some outside noise from wind,etc. Conversation is possible and wind buffeting is minimal, which made mywife happy.

The 3-liter inline six has enough power for every Media with a 6-speed manual transmission that is as slick as oil, wefound that we could move quickly whenever and wherever we wanted.

To start the 328i, you insert the key fob in a special slot andpush the “stop/start” button located just above. The instrumentpanel is clear with two large rough white-on-black gauges; one for thetachometer/fuel level and the other for the speed and water temperature.

Handling is excellent as well. The 328i isn’t hard-sprunglike some sports cars, yet it handles curves in a flat attitude. In thiscase, the 328i seems more like the coupe than a sports car. I felt thehandling was excellent in all the situations we tried. If we took it on aroad racing track, or in aslalom, I might find something to complain about,but in normal driving it’s excellent.

The front seats are comfortable and offer good side and thighsupport with the seat extensions. We took the 328i on a long Interstateride and had no aches and pain when we reached our destination. Once there,we tried it on dirt and winding back country roads and had a ball.

The rear seats are flat and don’t offer excellent legroom.However, there’s plenty of room for a facing-forward car seat, andthere’s enough legroom for a small child. Adults might find ituncomfortable.

I felt the radio was so-so. It didn’t pull in my favoritestations from about 60 miles away and when it did. There was ofteninterference from other stations. With the top down, the only way we couldlisten was to turn the volume up like a teenager would, or shut it off. Weshut it off.

We had power windows for all four windows including a switchthat would lower or raise all four at once.

The BMW 328i is an excellent riding car for long trips andit’s still fun for short hops. Even with the manual transmission, itisn’t a problem around town. The price is high, though, and you mightfind that some of the options aren’t necessary. The base price is$43,200, about $6,900 more than the 328i coupe.

2008 The Auto Page Syndicate

15 BMW 15 Series Test Drive Review CarGurus

BMW 15series 1515 N15 vs N15 engines problems pros and cons

Stuntin15 15 BMW 15 Series Specs Photos Modification Info at

15 BMW 15i Sedan Full Specs Features and Price CarBuzz

15 BMW 15Series 15dr Sdn 1528i RWD Specs and Features US News

15 BMW 15 Series Sedan 15D 1528i Prices Values amp 15 Series Sedan 15D

15 BMW 15i Coupe Full Specs Features and Price CarBuzz

15 BMW 15i

15 BMW 15i Convertible Full Specs Features and Price CarBuzz

Amazon 15 BMW 15i Reviews Images and Specs Vehicles

15 BMW 15 Series Review amp Ratings Edmunds

Hbueno 15 BMW 15 Series1528i Sedan 15D Specs Photos Modification

15 BMW 15i Hardtop Convertible Review

15 BMW 15 Series Convertible Review Trims Specs Price New

15 BMW 15series Top Speed

[12] 2008 Bmw 328i Horsepower At Weekly Issue

Progress is often a compromise. In the case of the BMW 3-series, that compromise is between the "sport" and "sedan" sides of the car's personality: quick reflexes and driver feedback versus comfort, speed, and isolation. While it's no secret that the Three is an industry standard—most carmakers willingly admit to using it as the sport-sedan benchmark—the gap between BMW and its competition has never been smaller.

So why are we looking at two BMWs? Because their differences are telling. First, the nameplate that everyone once loved is still amazing but no longer as universally adored, and a lot of people are wondering why. Second, if you examine where the 3-series is going, you learn something about the industry that follows it.

The maroon car here is a 2008 328i—six cylinders, 230 hp. Its basic shell, known as the E90 chassis, was sold from 2006–2011. The red one is a 2012 328i—four cylinders, 240 hp, Sport package (a necessity, as the standard 328i suspension is Camry-cushy). Its platform, designated F30, debuted for 2012. Both of our test cars have manual transmissions, because duh. We decided against the 335i because the 328i is BMW's volume model, and besides, it's the one we'd buy with our own money. Also, the model's recent switch to a four-cylinder pays enormous dividends in EPA fuel-economy testing. More on that later.

It's obvious that these are similar cars. The F30 is prettier, especially next to this pre-face-lift E90, with the latter's milk-mustache grille and awkward taillights. The new Three's extra length pays off in a roomier back seat. Then again, we piled four six-footers into the E90, and each was comfortable enough to spend an hour or two in the car. To what end that extra space?

Our old 328i's base seat and steering wheel aren't as comfortable as this new car's sport-package setup, but all of its interior materials feel a full class more expensive than the new car's. And that's everywhere, from the switchgear to the center console to the glove box. In back, the difference is more pronounced, where the new car feels rental-car grade. Its trunk space is bigger on paper but no more usable.

On rough roads, the F30 Sport-pack rides better than the non-Sport E90, likely thanks to its adaptive suspension. The F30 also seems quieter at first, but the racket transmitted from front-end bumps is surprising, and at highway speeds, the sunroof produces too much wind noise to leave open. Neither is a problem on the old car.

The new car's electrically assisted power steering is quite good (and, thanks to software updates, will likely get better), but it's not great, and when it occasionally communicates what the chassis is doing, it tells you what just happened. The E90's hydraulic steering, by contrast, tells you what's about to happen. That's an important distinction as you're approaching the limits of a car's suspension: "Dude, you're sideways" is a different thing from "Don't feed in any more throttle, because your rear tires are about to break traction."

So far, it's a toss-up. But then we come to the engine. The E90's musical straight-six dominates the experience from the second you start it, the cabin buzzing with excitement from idle to redline. You feel the engine's subtle vibes in the shifter and row the gears just for the fun of it.

That just doesn't happen in the F30. BMW's N20 is an extraordinarily well-behaved turbo four, but even the best four can't compete with a world-class six. The Bavarians wisely isolated the cabin from the four-cylinder's noise and vibration, but the resulting disconnect turns this BMW into more of a BmW. Motor is no longer this car's true middle name. The four is acoustically absent under 6000 rpm, then comes alive with a satisfying, purposeful snarl, albeit one that only lasts for a thousand revs. With the acoustic reward largely absent, you find yourself keeping rpm low and riding the wave of turbo torque.

In terms of real-world speed, the two cars are evenly matched, posting identical results on the 5-to-60-mph rolling-start test, where the naturally aspirated six's instant response beats the four's turbo lag. On the conventional 0–60 run, the more powerful four-banger is 0.4 second quicker—and as speeds increase, the new car pulls ever farther ahead. Add to that its enormous 6-mpg EPA-combined-rating bonus, and it seems like the downsized turbo engine, with its direct injection and auto stop/start system, finally pulls a big lead on the old car.

Not so fast. In real-world driving, we observed a gain of less than 1.5 mpg. At that rate, all of the new car's expensive technology would save a tank (roughly 17.5 gallons) of fuel every 10,000 miles. Is that trade-off worth it?

Nope. Our decision was unanimous: We liked the old car better, if only by a slight margin. And later, when we hopped into a post-face-lift, Sport-package-equipped E90 328i, it was game over for the F30. No contest.

As a premium luxury vehicle with all manner of tech gizmos, the new 328i might equal—or better—the old. But for driving enthusiasts, the E90 remains the benchmark. The F30 might be bigger and prettier, but to us, it's not necessarily better.

2008 BMW 328i (E90)2012 BMW 328i (F30)ENGINE3.0-liter I-62.0-liter turbo I-4PEAK POWER230 hp @ 6500 rpm240 hp @ 5000 rpmPEAK TORQUE200 lb-ft @ 2750 rpm255 lb-ft @ 1250–4800 rpmWEIGHT3386 lb3412 lbDIST, F/R %50/5049/510–30 MPH2.0 sec2.0 sec0–60/5–60 MPH6.0/6.7 sec5.6/6.7 sec0–100 MPH16.4 sec14.4 secQUARTER-MILE14.7 sec @ 96 mph14.3 sec @ 100 mphEPA CITY/HWY18/28 mpg23/34 mpgOUR MILEAGE25 mpg27 mpg This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io