Since its debut, the BMW 335i is the car many wealthy petrolheads would consider paying a hefty premium for. It may look very much like a 320i but it certainly does not drive like one. The 335i is so highly regarded that it could almost be thought of as the default choice of people wanting a fast and compact luxury sports sedan.
An oft-forgotten rival is the Mercedes-Benz C350. Can this variant of the excellent C-Class finally match Munich’s pre-eminence in this segment? Choosing between the two is not easy.
A recent facelift of the 3 Series has given it a fresh lease of life. Different headlights, new bonnet creases and air dam give it a more aggressive face. But the key cosmetic change is in the rear. New rear light clusters finally wipe away the dowdy appearance of the predecessor’s rump.
The C-Class is a newer design and it shows. In avant-garde trim, the C350 appears more athletic and muscular, perhaps even a wee bit showy. Though it has an identical 2760mm wheelbase as the 3 Series, longer overhangs give it 50mm extra length. It is also styled to appear considerably bigger than its rival.
This “bigger car” image is carried over into the cabin. The first impression when sitting in the C350 is that the interior is half a notch up in class over the 335i. It feels more spacious, and its discreet, dark-eye maple wood trim gives it a more luxurious ambience.
The pop-up screen for the “Comand” system may appear somewhat obtrusive but the info is clearly visible. The same cannot be said for the reverse camera screen, which is on the ceiling, inches away from the driver’s visor. This is hardly the most ergonomic of positions.
BMW has made very minor changes to the fascia of the new 335i. Its deliberate attempt to give it a no-nonsense ambience may have been a little overdone. The interior looks and feels too clinical – not in keeping with a car costing well over $200 grand. Without doubt the most significant improvement is the revised iDrive. It is now much more intuitive than before, and its 8.8-inch screen is neat – certainly superior to the system found in the C350.
Front seats of both cars are supportive and easily adjustable to provide the perfect setting. Side bolster support is superior in the BMW. Both cars offer pretty decent room in the rear, though the very tall will find the C350 a little more accommodating.
Audiophiles will be thrilled by the performance of the Harmon Kardon set fitted as standard on the C350. It boasts exceptional clarity and sound staging, with bass that is solid but not boomy. And, best of all, it gives good reproduction, even with radio – unlike some sets, which sound good only with CDs.
The 335i comes with the BMW Professional audio system. It is decent but not in the same league as the Harmon Kardon. Radio reception and reproduction cannot be faulted. But don’t expect the same high-end level of acoustic excellence as the Merc’s stereo.
So the C350 scores on luxury and fittings but the acid test is: Can it match the sheer joy of driving offered by the 335i? After all, these are cars that are sought after only by keen (and well-heeled) drivers who buy them primarily for their performance.
The C350 is powered by a naturally aspirated 3498cc V6, developing 272bhp. This is enough to endow the Merc with very lively acceleration and performance.
The V6 responds instantly to throttle inputs. It revs freely up to around 5500rpm before it starts to show signs of strain as it continues towards its 6300rpm redline. The yardstick century sprint is over in a very creditable 6.4 seconds.
Forced induction, courtesy of a pair of compact turbochargers, gives the BMW a distinct advantage in the power race. Though having a 500cc deficit against the Merc in terms of engine capacity, the 3-litre makes a staggering 306bhp.
By all accounts, the 335i feels quicker, livelier and more responsive than the Merc. The inline-6 also sounds and feels sweeter at high revs. The Bimmer rockets to 100km/h in just 5.8 seconds – enough performance to give some supercars a run for their money.
The two rivals offer rather different driving experiences. The C350 always feels bigger and more comfort-oriented, especially when set in “Normal” mode. (The BMW only has one setting for the chassis and suspension.) Press the “Sport” button of the Advanced Agility Package and the car is transformed. The ride stiffens considerably and becomes somewhat choppy over surface irregularities. The upside is slightly sharper handling.
Transmission characteristics also change dramatically. Gear changes come quite a bit later, and this hanging onto a lower gear could be tiresome if one is not in the mood to exploit the performance. Unless one is in a terribly big hurry, the C350 is best left in its default mode. This suits the relaxed, almost laid-back character of the car far better. Pushing the “Sport” button is like forcing Pierce Brosnan to sing in Mamma Mia! with rather discordant results.
The facelifted 3 Series is said to have a slightly more composed ride, and the new 335i is the perfect example.
Ride is firm but never uncomfortable. I would rate ride quality midway between the two settings of the C350 – not as comfy as the default setting but certainly not as jolting as “Sport”.
Handling has always been a forte of the 3 Series, and the latest 335i does not disappoint. It feels dynamic, responding faithfully to every steering input while always remaining communicative. It is this handling balance that really makes it stand out. At parking speeds, the steering is a little heavy but high-speed feedback is pure and not corrupted. Active steering would be a boon for driving around town but it’s an expensive $5,000 option.
The C350 handles in a more composed and detached manner. It always feels safe, with decent feedback and a clear indication when limits of adhesion are approaching. However, it lacks the sheer agility and nimbleness of the BMW.
Its handling characteristic is best described as a reassuring mild understeer, as opposed to the more dynamic, slightly oversteering feel of the 335i.
So which car is better? For the majority of people who are unable (or not quite as keen) to apprehend or exploit the fine nuances of handling and balance, the C350 may actually be the better buy. It looks more grand, offers a higher level of equipment, and has more interior room and a bigger boot. These are compelling factors that should make a crucial difference in the choice of car.
The true-blue enthusiast, however, would be willing to “sacrifice” the grandeur to savour the exhilaration of the superb performance and handling of the 335i. Some 306bhp of pure, unbridled power from a superb inline-6 can be so addictive that this old man has been mesmerised enough to give it his vote. Is it worth the $90,000 premium over a 320i? Definitely – if the budget allows.
Mercedes-Benz C350 3.5 (A)
DRIVETRAIN
Type: V6
Capacity: 3498cc
Bore x stroke: 92.9mm x 86mm
Compression ratio: 10.7:1
Max Power: 272bhp at 6000rpm
Max Torque: 350Nm at 2400rpm to 5000rpm
Power to weight: 168.94bhp/tonne
Gearbox: 7-speed auto with manual select
Driven Wheels: Rear
PERFORMANCE
0-100km/h: 6.4 seconds
Top Speed: 250km/h (limited)
Consumption: 10.0km/L (combined)
SUSPENSION
Front: Independent struts, coil springs, anti-roll bar
Rear: Multi-link, coil springs, anti-roll bar
BRAKES
Front / rear: Ventilated discs / Discs
TYRES
Type: Michelin Pilot Premacy
Size: 225/45 R17 (front), 245/40 R-17 (rear)
SAFETY
Airbags: 6
Traction Aids: ABS, ESP
MEASUREMENTS
Length: 4581mm
Width: 1770mm
Height: 1447mm
Wheelbase: 2760mm
Kerb Weight: 1610kg
Turning Circle: 10.8m
+ Styling, high equipment level, roomy and luxurious cabin
– Overhead reverse camera screen, choppy ride in ‘Sports’ mode, loss of engine refinement at high revs
BMW 335i 3.0 (A)
DRIVETRAIN
Type: Inline-6, turbocharged
Capacity: 2979cc
Bore x stroke: 89.6mm x 84mm
Compression ratio: 10.2:1
Max Power: 306bhp at 5800rpm
Max Torque: 400Nm at 1300rpm
Power to weight: 188.3bhp/tonne
Gearbox: 6-speed auto with manual select
Driven Wheels: Rear
PERFORMANCE
0-100km/h: 5.8 seconds
Top Speed: 250km/h (limited)
Consumption: 10.4km/L (combined)
SUSPENSION
Front: Double spring struts, coil springs, anti-roll bar
Rear: Multi-link, coil springs, anti-roll bar
BRAKES
Front / rear: Ventilated discs / Discs
TYRES
Type: Bridgestone Potenza RE050A
Size: 225/40 R17 (front), 255/35 R-17 (rear)
SAFETY
Airbags: 6
Traction Aids: ABS, ESP
MEASUREMENTS
Length: 4531mm
Width: 1817mm
Height: 1421mm
Wheelbase: 2760mm
Kerb Weight: 1625kg
Turning Circle: 11.0m
+ Superb handling, refined inline-6 engine, supportive front seats
– Cabin is too austere, steering slightly heavy at parking speeds, absence of premium stereo system
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