To BMW's credit, however, the convertible retains a weight distribution and is claimed to have percent stiffer torsional rigidity than the previous 3-series convertible.
From the driver's seat, we can tell you that the new 3-series is among the stiffest in its class, with almost no perceptible quivers felt through either the seat or steering wheel.
The convertible's cubic-foot trunk is actually one cube larger than the coupe's, but shrinks to 7 with the top down; still leaving usable space beneath the panels.
That also compares favorably with the Volvo C70's 13 cubic feet top-up and 6 top-down. However, the Volvo has a nifty loading feature that electronically motors the roof panels out of the way for easier access to the trunk space with the top down. However, the 3-series has a folding rear seat and a inch-wide trunk pass through to accommodate the must-have set of golf clubs under the folded roof. New Cars. It's capable of propelling the i convertible from zero to 60 mph in 5.
Yet I averaged 22 mpg during a week of driving that encompassed everything from running errands to backroad fun, with as little highway driving as possible. Solo or with four people aboard, the i convertible was thoroughly capable. Yes, its extra weight, compared to the coupe or sedan, undoubtedly detracted some from ultimate abilities, but not in a way anyone would notice in the everyday world.
A convertible is for a relaxed, fun-in-the-sun experience, and with lb-ft of torque on tap from through rpm and instant response from the engine, plenty of adrenaline was available with little movement of my right foot. My test car came with the optional automatic. While I prefer a manual, this automatic was a great match for the engine's "shifting optional" torque curve. No need to explore the upper portion of the power, just relax and cruise - quickly, smoothly, and efficiently.
And in comfort, with excellent front seats, very good rear room, and even a useful trunk with the top down. BMW does not rest on its considerable laurels, which may cause frustration for its competitors but is to the benefit of its customers. It's just as identifiable from the sides, with strong shoulder lines and full wheel arches. The rear has been cleaned up from the earlier, more baroque, style, and features a small ducktail at the rear lip of the double-jointed trunk lid and LED taillights covered by traditional red lenses.
Top-up it's roofline is more sedan-like than the coupe's, benefitting rear passengers, and chrome trim around the side windows adds a luxury touch. Top-down, it's handsome, well-proportioned, and ready to go. So now there is absolutely no excuse to pay more for an M3.
If you like to drive fast and topless, here you are seated just right. The dual turbo six-cylinder car from ATT out of Rastatt convinces primarily through its increased engine power to spectacular hp and Nm. The tuner offers two power enhancements. At power level I 2. At power level II 4. Its lb-ft of torque kicks in at a low 1,rpm.
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,rpm before dropping the clutch, otherwise first gear feels a little anemic.
When we really laid it on, keeping the engine revving at around 5,rpm, 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 i travels along nicely at 50 mph in second gear with the rpms at 5, The car shows no signs of strain while driving at 65 mph in third.
BMW added two turbochargers to its 3-liter engine to compete with 3. During our driving through cities and on freeways, the car held steady at an average 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 i 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 i, 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 i Convertible also comes standard with adaptive headlights that turn into corners. 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.
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