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For audio sources, the standard system uses a single disc slot that plays MP3 CDs, and there is an auxiliary input in the center console. Satellite radio is available, as is an iPod/USB adaptor. A six-disc changer is available as a dealer install, which means it won't be an in-dash unit, with either a glove box or trunk mount. We were impressed by the usability of the MP3 CD interface on the simple two-line display. BMW did a good job of engineering it so you can see track information and easily navigate through folders. If you have the navigation option, the car will get an LCD where audio information will be shown, and the audio system will be controlled with iDrive.
As part of the $1,550 Premium package on our car, we also had Bluetooth cell phone integration. We were very impressed with the way this system worked with our Samsung SGH-D807 test phone. Pairing the phone was quick and easy, with the car letting us set a unique PIN code that had to be entered on the phone and on the car stereo, ensuring security. Once paired, the car's display gave us access to our phone book. Again, BMW impressed us in the clever way it used the car's two-line display to let us easily make calls from our phone book entries.
We also tried the system with a Sony Ericsson K790a and, while it paired and made calls just fine, the car couldn't access its phone book. BMW's list of compatible phones is relatively narrow and doesn't include either of our test phones.
Our test car didn't come with the navigation option, but there is one available. We've seen it on other BMWs, and it works well enough, but it doesn't stand out in any particular way.
Under the hood
The twin-turbo, 3-liter inline six-cylinder engine powering the 335i Convertible is a work of art. It sounds wonderful, and we frequently turned off the audio system so we could hear its low-tempo, perfectly controlled growl. BMW developed this twin-turbo system because it didn't want to eke any more displacement out of the inline six but wanted to compete with all of the 3.5-liter V-6 engines available today. The 335i Convertible's engine uses BMW's double VANOS system for throttle and valve control, putting out 300 horsepower at 5,800rpm. Its 300 lb-ft of torque kicks in at a low 1,400rpm.
Getting the most out of this engine using the car's smoothly shifting six-speed manual took some on-the-job training. In city driving, we had adequate boost without too much egging on, but for fast starts onto highways or freeways from a stop, we found it worked best to push it above 3,000rpm before dropping the clutch, otherwise first gear feels a little anemic. When we really laid it on, keeping the engine revving at around 5,000rpm, each upshift was dramatic, giving the car a strong kick each time. But this type of acceleration isn't easy to do without a long straightaway, as the 335i travels along nicely at 50 mph in second gear with the rpms at 5,500. The car shows no signs of strain while driving at 65 mph in third.
During our driving through cities and on freeways, the car held steady at an average 19.1 mpg. The new EPA testing rates it at 17 mpg city and 26 mpg highway, so we came in at the low end of that. These aren't great numbers, but we've seen turbocharged four-cylinder cars get worse. An emissions rating for this car wasn't available at the time of our review.
Like most BMWs, the 335i Convertible is a great sports car but also very drivable under any circumstances, even heavy traffic. It easily negotiated hard turns on mountain roads at speed and really seemed to like it when we were able to put the power on. But during our mountain run, we noticed that the steering felt light. BMW's standard power steering gets variable assist dependent on engine speed, so we thought the light steering might be due to our rpms being too low in the turns. But then we remembered that, driving with the top down, the entire roof structure was stowed in the trunk. That top accounts for a significant amount of weight--piling it in back may help the drive wheels, but also shifts the weight distribution, which could make the steering feel light. As an option, BMW offers Active Front Steering, which controls variability based on vehicle speed and other factors, which might do a better job of coping with the weight shift.
As we would expect in a 335i, the suspension is nice and rigid, allowing no body roll in corners. But it's not an uncomfortable rigidity, so the car doesn't rattle your teeth when you drive along rough roads. The car also comes with BMW's road-holding technologies, which includes an antilock braking system that keeps the brakes dry in wet weather. The 335i Convertible also comes standard with adaptive headlights that turn into corners.
In sum
The base price for a 2007 BMW 335i Convertible is $49,100, which represents an almost $9,000 premium over the BMW 335i Coupe. Our review car also came equipped with metallic paint ($475), the Cold Weather package ($750), the Premium package ($1,550), the Sport package ($1,900), and the smart key ($500). Along with its $775 destination charge, the total price of our car was $54,450, which seems like a hefty price for a 3-series, BMW's low-end model in the U.S.
But it's also difficult to point out any similar car with a power train quite as entertaining. The Acura RL comes in at a similar price with more cabin tech, but it's not nearly as fun to drive. The Infiniti G35 costs a lot less money, and gives the 335i Convertible some serious performance competition, but the Infiniti doesn't have a convertible version.
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2007 BMW 335i Convertible:
$49,100.00
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