BMW's stability control makes short work of winter
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[12/30/2005] IF there's anything worthy of a good, Winnipeg facewash in January, it's writing about a car's roadholding ability in the sunny climes of southern Spain.
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IF there's anything worthy of a good, Winnipeg facewash in January, it's writing about a car's roadholding ability in the sunny climes of southern Spain.
Winter has us in its cold, steely grasp. Which is why this installment, and future ones until about late March, (hopefully) will address the winter capabilities of the latest press car. This week's candidate is the latest rendition of BMW's money car -- a 2006 330i.
Could there be a more perfect car for the money? I think Automotive Showcase editor Kelly Taylor said it best. Well, he didn't exactly say it. It was how he hung onto the key as I tried to take it from him. Then he muttered something about "from my cold, dead fingers." Luckily, he was in the throes of a head cold and Nyquil cocktails, so no manslaughter was required.
Hmmm...cold hands, common cold, cold outside. Definitely a theme going on here. Time for some cold, hard facts on pilotting this Bimmer through rocker panel-deep snow and slippery off-ramps. BMW is one of the few manufacturers that see the value of a snow tire changeover on their press fleet. Unfortunately, the changeover is done with stock 18-inch alloys, which means "performance" snow tires. Let me just tighten the screws on my soap box, put fresh batteries in my megaphone, and say this: THERE IS NO SUCH THING AS A PERFORMANCE SNOW TIRE!!!!
The low-profile Blizzaks drive this point home even more. While undoubtedly better than the performance skins that normally underpin the 330, the main goal with a winter tire should be traction, not performance.
With little sidewall bounce, the ride quality with this combination is quite rough over choppy excuses for city street plowing. Many performance snow skins extoll a quieter ride, and on this account, the Blizzies deliver. The trade-off appears to be less traction when you need it most. Stock Blizzaks on smaller steel rims would be preferred. Don't like the noise? Turn up the radio. Unless you enjoy quiet time in snow-filled ditches waiting for roadside assistance.
Even with the baloney skins, the Bimmer's DTC system is truly the only healthy controlling relationship. Run-of-the-mill traction and dynamic controls tend to provide either too much wheelslip or too much handling loss before they kick in, as if they're wagging a "don't do that again" finger in your face.
Our recent dump 'o white has created some perfect test items, such as a snow-packed Perimeter Highway on-ramp. I suppose I should throw in the "professional driver, do not attempt" clause here. This is where all that gobbleydegook about yaw and directional sensors and auto braking on the needed caliper come into play, as well as the throttle cutback of the ETC. Even on glare ice, the 3 snaps back into the intended path faster than you can say "conformist." Remember, this was a strict rear driver. An iX all-wheeler would be a downright ride on rails.
As for deep backlane snow, the 330 is adequate at best. Simply switch off the DTC if you require some wheelspin for rocking. The stock rideheight can turn your front spoiler into an impromptu plow quickly. Even an AWD version could get bogged down in the deep, and the performance snows would just make matters worse. If you need clearance Clarence, the X Series marks the spot.
The interior climes have their benefits, such as three-step front heated seats, and an extremely efficient rear ducting system. It can be a little too efficient for a middle passenger, as the heat fires directly into their legs. Defrost capabilities are good with two frontal passengers, however the auto temp feature is wholly inadequate with a full passenger complement. Safe window vision meant full-blast defroster fan, an unpleasurable drone.
A slight whistle in the HVAC was also heard while in auto mode, as the fan modulated to maintain the preset. The heated exterior mirrors were quick to reduce ice to water droplets. The "Rest" heat function recirculates the engine heat through the heater core while the car is turned off. A noble feature in the fight against greenhouse gases, however, in minus 20, this noble gesture lasts as long as a National Film Board vignette. The auto feature will not kick in until the engine reaches operating temperature. This means nothing to an eight-year-old in the back seat on unheated leather hides. Cold weather packages need to start addressing this comfort concern, without having to drop Range Rover money. The articulating wiper blades provide a clean sweep, however ice removal is frequent, with plenty of snow collection in the wiper well. Those intent on having a 24/365 performance sedan in their stable will undoubtedly be pleased with the 330's wintry abilities. Stickier winter skins are a must. Deep snow runs are best left to snowshoes for the corner store: the uninitiated will get stuck. When in doubt, full-throttle mash with the DTC on should allow carving through most backlane drifts. Once you've mastered the nuances, and embrace the clearance limitations, the 3 can easily become the Ultimate Winter Driving Machine.
Winter has us in its cold, steely grasp. Which is why this installment, and future ones until about late March, (hopefully) will address the winter capabilities of the latest press car. This week's candidate is the latest rendition of BMW's money car -- a 2006 330i.
Could there be a more perfect car for the money? I think Automotive Showcase editor Kelly Taylor said it best. Well, he didn't exactly say it. It was how he hung onto the key as I tried to take it from him. Then he muttered something about "from my cold, dead fingers." Luckily, he was in the throes of a head cold and Nyquil cocktails, so no manslaughter was required.
Hmmm...cold hands, common cold, cold outside. Definitely a theme going on here. Time for some cold, hard facts on pilotting this Bimmer through rocker panel-deep snow and slippery off-ramps. BMW is one of the few manufacturers that see the value of a snow tire changeover on their press fleet. Unfortunately, the changeover is done with stock 18-inch alloys, which means "performance" snow tires. Let me just tighten the screws on my soap box, put fresh batteries in my megaphone, and say this: THERE IS NO SUCH THING AS A PERFORMANCE SNOW TIRE!!!!
The low-profile Blizzaks drive this point home even more. While undoubtedly better than the performance skins that normally underpin the 330, the main goal with a winter tire should be traction, not performance.
With little sidewall bounce, the ride quality with this combination is quite rough over choppy excuses for city street plowing. Many performance snow skins extoll a quieter ride, and on this account, the Blizzies deliver. The trade-off appears to be less traction when you need it most. Stock Blizzaks on smaller steel rims would be preferred. Don't like the noise? Turn up the radio. Unless you enjoy quiet time in snow-filled ditches waiting for roadside assistance.
Even with the baloney skins, the Bimmer's DTC system is truly the only healthy controlling relationship. Run-of-the-mill traction and dynamic controls tend to provide either too much wheelslip or too much handling loss before they kick in, as if they're wagging a "don't do that again" finger in your face.
Our recent dump 'o white has created some perfect test items, such as a snow-packed Perimeter Highway on-ramp. I suppose I should throw in the "professional driver, do not attempt" clause here. This is where all that gobbleydegook about yaw and directional sensors and auto braking on the needed caliper come into play, as well as the throttle cutback of the ETC. Even on glare ice, the 3 snaps back into the intended path faster than you can say "conformist." Remember, this was a strict rear driver. An iX all-wheeler would be a downright ride on rails.
As for deep backlane snow, the 330 is adequate at best. Simply switch off the DTC if you require some wheelspin for rocking. The stock rideheight can turn your front spoiler into an impromptu plow quickly. Even an AWD version could get bogged down in the deep, and the performance snows would just make matters worse. If you need clearance Clarence, the X Series marks the spot.
The interior climes have their benefits, such as three-step front heated seats, and an extremely efficient rear ducting system. It can be a little too efficient for a middle passenger, as the heat fires directly into their legs. Defrost capabilities are good with two frontal passengers, however the auto temp feature is wholly inadequate with a full passenger complement. Safe window vision meant full-blast defroster fan, an unpleasurable drone.
A slight whistle in the HVAC was also heard while in auto mode, as the fan modulated to maintain the preset. The heated exterior mirrors were quick to reduce ice to water droplets. The "Rest" heat function recirculates the engine heat through the heater core while the car is turned off. A noble feature in the fight against greenhouse gases, however, in minus 20, this noble gesture lasts as long as a National Film Board vignette. The auto feature will not kick in until the engine reaches operating temperature. This means nothing to an eight-year-old in the back seat on unheated leather hides. Cold weather packages need to start addressing this comfort concern, without having to drop Range Rover money. The articulating wiper blades provide a clean sweep, however ice removal is frequent, with plenty of snow collection in the wiper well. Those intent on having a 24/365 performance sedan in their stable will undoubtedly be pleased with the 330's wintry abilities. Stickier winter skins are a must. Deep snow runs are best left to snowshoes for the corner store: the uninitiated will get stuck. When in doubt, full-throttle mash with the DTC on should allow carving through most backlane drifts. Once you've mastered the nuances, and embrace the clearance limitations, the 3 can easily become the Ultimate Winter Driving Machine.
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