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The first 3-Series, codenamed E21, was born in 1975. It evolved to E30 in 1982, E36 in 1990, E46 in 1998 and E90 recently. The latest 3-Series grows slightly bigger again, being 49 mm longer, 78 mm wider and 9 mm taller than E46. Wheelbase has been stretched by 35 mm, adding 25 desperately needed millimeters to rear legroom. There is also more shoulder room for all occupants. However, rear headroom is slightly reduced, limiting its occupants to no more than 6 feet tall. This is to ensure the 3-Series won't steal sales from the 5-Series. But with another 7 years or so lying ahead, can it fend off the competition from the roomier next generation Mercedes C-class, Audi A4 and Alfa Romeo 159 ?

Another worrying thing is styling. Journalists described the new 3-Series as the least radical design from Chris Bangle, which sounds a good news. But is it pretty? The answer is definitely “no” to me. The problem lies not only on the imposing double-kidney grille and eagle-eyes headlamps, but also the unbalanced proportion. More disappointing is the cabin: following the 7 and 5-Series, the new 3-Series has replaced BMW's traditional driver-oriented dashboard with an ugly, camel-shaped twin-binnacle dashboard. This is simply equivalent to taking away the jewel from the crown and replace it with a stone. We can never understand this, and we can never forgive Chris Bangle.

The cabin has another problem: visual quality. It looks not only uglier, but also more plasticky and therefore less expensive than the E46. Strangely, the plastic materials employed are actually of higher grade, but the convex-concave shape of the dashboard generates more light reflection, hence amplifying the sense of plasticky. The pronounced assembly gaps between different plastic parts also downgrade the quality feel. The same goes for the very fake wood trim – unless you are King of the Jungle, you'd better to avoid wood trim and choose the aluminum trim instead.

We have enough disappointment up to this point. Fortunately, starting from here everything is more positive. The E90 follows the footprints of its predecessors to be an exciting driver's car, thanks to a balanced chassis, fine tuning and excellent powertrains.

The chassis of E90 is 25% stiffer than E46's yet without any increase of kerb weight. What it cannot improve is the already perfect 50:50 weight distribution. Yes, BMW 3-Series is still the only car in the class and one of the few front-engined cars in the world achieving 50:50 balance. Unlike rivals, BMW is willing to sacrifice cabin space in return for good handling. Therefore it pushes the engine accompany with the cabin rearward, resulting in better balance. Besides, it places the battery at the boot and deliberately uses steel to construct the rear suspensions (while front suspensions and subframe are aluminum). All these contribute to the perfect chassis balance.

The front suspensions are again MacPherson struts, but the rear switches from Z-axle (which can be dated back to E36) to a new 5-link suspension sharing with 1-Series. Overall, the 3-Series has 40% components shared with the 1-Series. This include engines and gearboxes of course.

BMW's inline-6 engine is world famous, but it is no longer as powerful as rivals (e.g. the 272hp Mercedes 3.5 V6 and 255hp Audi 3.2 V6, not to mention Honda Legend's 300hp 3.5 V6). Surprisingly, BMW decided not to increase capacity, but to keep its straight-6 at 2.5 litres and 3.0 litres. It seeks extra power by improving efficiency. In my opinion, the R6 is the most sophisticated mass production engine in the world, employing a lot of advanced technologies: Bi-Vanos VVT, 3-stage variable intake manifolds, Valvetronic, and the world's first magnesium-aluminum crankcase. The latter makes it undercutting the outgoing engine by 10 kg. In 3.0 litre form, it produces 258 horsepower (compare to the previous 231hp) yet drinks 12% less fuel than the old engine.

However, what makes the 3-Series a half-million seller is not just the straight-6, but also a full range of world class engines, including the entry-level 2.0-litre Valvetronic 4-pot (150hp) and the 2.0-litre 16V turbo diesel (163hp), which is very popular in Europe. The current 218hp 3.0-litre turbo diesel inline-6 will also find home at the new 3-Series, and it could get another power boost. All engines work in companion with a new 6-speed manual or 6-speed automatic gearbox.

On the Road

Bad taste styling aside, the 3-Series is everything car enthusiasts want. It is fast and genuinely fun to drive. Its handling exceeds everyone else in the class by a convincing margin.

Unquestionably, the 3-litre straight-6 is a masterpiece, being superbly smooth, eager and linear across a very wide band. It might not be as torquey as its larger rivals, but from 2000 rpm it already delivers respectable punch, and no one else can be so eager to spin to 7000 rpm redline. No coarse sound, just a characterful music that only BMW's inline-6 can make.

What it lacks in torque is compensated with 6 gear ratios, a slick manual gearshift and a relatively lightweight body. 330i can easily squeeze into the 6 second barrier for 0-60 mph acceleration (note: Car and Driver clocked 5.6 seconds), faster than anything else in the class. The 330i is also one of the few 3.0-litre cars that can reach an electronic limited 155 mph (250 km/h). You can't help praising its efficiency.

The 3-Series is the only car in the class genuinely communicates with the driver. Its steering is precise and feelsome. Its throttle, clutch and brake pedals are accurate and nicely weighted. Its gearbox shifts crisply. All controls encourage the driver to exploit maximum performance from the car. BMW must have spent a lot of time and effort in tuning the controls.

The chassis is also a source of wonder. Incredible chassis stiffness gives the E90 simultaneously higher precision in body control and more supple damping while reducing NVH to the cabin. Ride quality is still firmer than Mercedes, but body control is obviously out of reach by its rivals. However, most outstanding is the superb balance of the chassis. The 3-Series feels small and light to steer. It reacts instantly to steering input and is easy to steer by throttle once you switch off the DSC stability control. Nose-heavy cars can never display such pure control.

Nevertheless, the chassis is not without flaws: when it approach cornering limit, it displays a little more understeer than good drivers desired. In fact, BMW deliberately tuned the chassis like this to please the majority of customers. For those pursuing ultimate driving fun, they can choose the optional Sport suspension package, which include 15mm lower ride height and stiffer suspensions. Ride quality suffers a little, but the package eliminates understeer and body roll.

Another flaw of the E90 is the Active Steer, which was first introduced in the 5-Series. After a year, most car journalists are still unconvinced with its unpredictable variable steering ratio. So it is better not to waste money on this optional equipment. In fact, the standard hydraulic power steering is so good that who bother to have Active Steer?

Overall speaking, the 3-Series once again pull away from its Mercedes and Audi rivals. To driving enthusiasts, it is the best choice of the class, at least for the time being. But prettier and more powerful cars like Alfa 159 and Lexus IS could threaten its position in the near future. We are looking forward to see a close fight.