335i bmw horsepower

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BMW 335i Luxury review - price, specs and 0-60 time

The eight-speed gearbox shifts smoothly and seamlessly – although it does seem a bit keen to respond to even the gentlest accelerator pressure by kicking down and reshuffling its ratios endlessly. You can calm it down by choosing ‘manual’ mode or by switching the engine into its ‘Eco Pro’ mode, which flattens the throttle map and tries to hold onto gears for as long as possible.

The rest of the dynamic experience is pretty similar to that we’ve encountered in the 328i and 320d with an agile, responsive chassis. It’s more mature than previous 3-series, and perhaps a little bit less willing to go and play, but drive it hard and you’ll find benign manners and a well-judged chassis balance that keeps both front and rear ends working in harmony under enthusiastic real world driving. There’s more than  enough power to steer the car from the back, should you be so minded – although the heavier six-cylinder engine does take the slightest edge of the front end responses compared to the lighter four-cylinders. 

Rivals

The 335i’s most obvious rival is probably the Audi S4, which carries a similar pricetag but offers more power and an extra pair of driven wheels. The BMW is more economical, though – and even if it lacks the Audi’s outright pace it offers the more focussed driving experience.

Anything else I should know?

We managed 32mpg for rapid, everyday use – which seems acceptable considering how much performance the 335i offers.

Price and availability

The BMW 335i Luxury is available now from £38,685.

Specifications

Engine2979cc straight-six, twin turbocharged, petrol
Max power302bhp @ 6000rpm
Max torque295lb ft @ 1200rpm
0-605.5 secs (claimed 0-62mph)
Top speed155mph (electronically limited)
On saleNow

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BMW 335i Coupe review - price, specs and 0-60 time

In the past we’ve marvelled at the twin turbo’s staggeringly rapid engine response, low end grunt and top end fizz and now BMW has bettered it in every area with a single turbo. It’s a variable vane unit, of course, but I’ve never driven a forced induction car so able to maximise both ends of the rev spectrum so well. There’s instant thump, not a hint of hollowness in the mid-range (even the twin turbo had a slight drop-off) and above 4500rpm, the 3.0-litre really opens up, the needle hurling itself at the 7000rpm redline, accompanied by a howling, M3-lite note.

It’s ultra-crisp, leaps forward on small inputs (especially in Sport mode, which also really pops home the shifts in the DCT double clutch gearbox) and the only time you hear the turbo is when you lift off, the high-pitched yip clearly audible from front right first, then left. Odd. Enough to have me lifting the bonnet, just to check that BMW hadn’t slipped in an extra blower. What they had done was written Twin Power Turbo on the cover. Let’s call it careful wording rather than deliberately misleading…

As for the driving, it seems to me that front end grip and poise is now slightly better and the 335i feels more planted, the suspension having tighter control of the body. The mods are just enough to make you feel there’s more edge to the 335i’s handling, but it’s the engine that’s the star of the show here.

Rivals

The Audi A5 is the BMW’s closest rival, but it doesn’t have an engine that can match the BMW’s blend of pace and economy. The 261bhp 3.2 FSI (£36,740 in manual S Line spec) falls short in both areas, while the £41,345 S5 coupe still uses the potent but thirsty 349bhp 4.2-litre V8. There’s also the Mercedes E-Class coupe, but Richard Porter, who runs our long termer, would be the first to admit that while undoubtedly a superior cruiser, it’s not exactly thrilling.

Anything else I need to know?

The bodywork’s been updated, although you’d be hard pushed to spot the new grill, lights, front air dam and rear valance. As a result it’s now 32mm longer overall. Couple of other things: if you want the seven speed double clutch DCT gearbox, that’s £1,640, and the lovely 19” wheels pictured here are another £520.

Price and release date

Prices start at 27,845 for the 320i Coupe, with the 335i available from £36,340. The M Sport tested here is £38,215.

Specifications

EngineIn-line 6cyl, 2979cc, turbo
Max power302bhp/5800rpm
Max torque295lb ft/1200-5000rpm
0-605.4secs (claimed)
Top speed155mph (limited)
On saleNow, for £38,215

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Dyno Test: BMW 335i and 335is

A few years ago, we were among the first to get a brand-new BMW 335i on the dynamometer. We don't often dyno cars, but we couldn't resist. Before the first 335i was delivered to a paying customer, the rumor mills were bubbling about the 335i's twin-turbo straight-six being underrated.

It turns out those rumors may have been right. The 2007 BMW 335i's N54 twin-turbo six is rated by its manufacturer at 300 hp and 300 lb-ft of torque. And when we put the first 335i coupe on the rollers, it laid down a very impressive 275 hp and 300 lb-ft of torque. In awful conditions, too: 92 degrees of humid, Fahrenheit heat.

Remember -- the power measured at the 335i's rear wheels should be lower than the engine's rated power. Some of the engine's output is lost to friction in the transmission, driveshaft, differential, axles, wheel bearings, and tires. The dynamometer we used to measure the 335i's output is a DynoJet model, and DynoJets tend to read higher than other dynos, but the output was a good bit higher than we expected.

So a few weeks later, when a second 335i coupe came to our office, I dragged it right to the dyno shop to find out whether that first car's output had been an anomaly. It wasn't. The second car put down an equally impressive 282 hp and 285 lb-ft.

One thing to remember-always, when looking at dyno numbers-is that the peak numbers tell only part of the story. Even though these two motors had slightly different peak outputs, their curves looked largely the same. So the difference between the two is easily merely just normal variation from engine to engine.

That the N54 is a consistent engine in testing was highlighted three years later when I tested a 135i coupe on the dyno. That engine's output was right in that same brawny ballpark: 276 hp and 285 lb-ft of torque.

The 135i used a later version of the N54 that includes a slightly different wastegate design. The only real difference between it and the earlier cars was the turbo's response at low revs (look at the torque curve at the beginning of the test to see the late N54 produce more torque, earlier.)

Another important thing to note is that we chose to publish each engine's LOWEST output to ensure we didn't publish a nonrepeatable number. The first N54's actual power peaks were 276, 276, 280, and 283 hp. The second's were 285, 282, and 287 hp. The third's were 276 and 277 hp. Such minimal variation from run to run shows that the N54 is a very consistent engine in addition to being a very powerful one.

So it's no wonder we jumped at the opportunity to be the first to publish dyno results for a manual-transmission 2011 335i coupe. (We've seen dyno results for a 335i with a twin-clutch transmission, but for a true apples-to-apples comparison, we wanted a car with the same transmission. The DCT could experience greater loss due to its hydraulic pump and different gear ratios.)

The new engine, the N55, is different from the N54 in that it uses only one larger turbocharger in place of the N54's two smaller turbos. To keep lag to a minimum, BMW used a twin-scroll turbo and its Valvetronic throttle-less, variable-valve-lift system. On the street, after driving N54 and N55 cars back to back, it's definitely safe to say that the N55 suffers from even less turbo lag than the N54 did. And that engine set the benchmark.

BMW's quoted output for the N55 remains 300 hp and 300 lb-ft, which raises a question: what if the N55 actually does only make 300 hp? And, given the simultaneous appearance of a 335is (which uses an even more potent, 320-hp version of the N54) we couldn't help but wonder: what if the 335is didn't actually make any more power than the old, underrated 335i?

There's only one way to find out, right? Call the dyno shop.

To answer the questions quickly: BMW isn't hiding anything. The 335is put down 293 hp and 343 lb-ft, beating every previous N54 we've tested by a big margin. And if you look at the torque curve, the midrange overboost function BMW promised (rated at 369 lb-ft) is definitely alive and well. The 335is engine is, like the original N54, probably still underrated.

And now to the N55: well, it doesn't, in fact, make as much power as the others N54s we've tested, but it does make slightly more torque. Peak numbers were 266 hp and 302 lb-ft. Before you start typing your "N55 sucks!" forum posts, let's remember that while the N55 put down 10 less horses than two of the N54s, a third N54 produced 10 more horsepower than the others. Meaning: 10 hp is within the noise when you're at this power level -- it's a variation of less than 4%. And you can easily see 4% variance between runs on the same engine.

(Case in point, while the N54 is a supremely consistent engine on the dyno -- especially for a turbocharged engine -- the variation between the best run and the weakest run on the three N54s we tested ranged from 1.0 to 2.6 percent. That's between runs done on the same dyno, on the same day, with the same exact car, in the same conditions. These engines were tested on four different cars in two different states in temperatures ranging by 30'F over four years and three of them were within 4%. Okay?)

[Obviously, the N54 "is" engine is vastly more powerful in the midrange and slightly more so up top.]

In fact, the only real difference between the regular N54s and their successor, the N55, is that the N55's output drops off more as it approaches its maximum speed. This isn't a surprise-the N55 has only one turbo with which to force-feed the engine with air. To keep turbo lag at a minimum, BMW likely used the smallest turbocharger possible that could achieve the (modest) boost levels that the N55 runs on. A slightly larger turbo might have increased high-rpm boost (and thus, power) slightly, but it'd come at the expense of greater lag. And besides, we're talking about an engine that over-delivered to begin with.

And remember, only a fool looks at peak numbers. It's the shape of the curve -- and the area under it -- that really determines how fast a car is and how fast it feels in everyday driving. Looking at the graphs, it's immediately clear that there's not much of a difference between the regular N54s and the N55.

The end result? We can finally and directly compare an early N54, late N54, high-output N54, and an N55. The N55 exhibits less turbo lag in normal street driving, and even though its peak output was near the bottom of the group of engines we've tested, it's still well within its rated peak horsepower output -- and well above its rated peak torque output. Let the N54 vs N55 war continue!

Previous N54 Dyno Features:
2007 BMW 335i Dynamometer Run

2007 BMW 335i Dynamometer Revisited: We Test Another One!

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750HP BMW 335i on STOCK MOTOR GAPS Domestics on the Street! (Stick Shift + Single Turbo)

From the November 2006 issue of Car and Driver.

As far as the United States car market goes, BMW isn't just late to the turbo partyit missed the first round of soirées entirely. While its other markets got a turbocharged 2002 model back in the 1970s, a turbo 7-series in the 1980s, and a steady stream of turbo-diesel engines, Americans got the forgettable diesel-burning, 114-hp 524td. Twenty winters have passed since that turbo-diesel wallflower decorated showrooms, and all the while, BMW preached the gospel of high-revving, naturally aspirated, high-output engines. While Audi and Mercedes-Benz forced air into their engines to produce stupefying horsepower and torque figures, BMW kept increasing power by upping displacement and producing engines with extraordinary redlines.

So what's this twin-turbo version of BMW's familiar 3.0-liter inline-six doing under the hood of this 2007 3-series coupe? For starters, it's making 45 more horses and 80 more lb-ft of torque than last year's naturally aspirated 330i sedan. And perhaps there is a little "if you can't beat 'em, join 'em" at play as BMW seems to have recognized that an engine with the midrange torque of a large-displacement engine can be done more efficiently with turbocharging.

Furthermore, the latest turbochargers, working with direct fuel injection, yield a broader powerband and less lag than their predecessors did. Consequently, the 330i sedan is gone for 2007, replaced by the 335i sedan with the same 300-hp twin-turbocharged engine that powers the 335i coupe. The naturally aspirated 3.0-liter six will live on in the 230-hp 328i coupe and sedan, which replace the 325i models. (Take note: BMW has dropped the Ci designation for its coupes.)

HIGHS: Lag-free turbo, midrange power, ability to make us search for synonyms for "stunning."

Two exhaust pipes peer out below the rear bumper; aside from the 335i badging, they're the only tip-off to the turbo under the hood. This coupe version of the latest 3-series is roughly two inches longer and sits nearly two inches lower than the sedan, as if gravity were more attracted to the coupe than the sedan. The optional Sport package fills the fenders with 18-inch wheels shod with run-flat Bridgestone Potenza RE050As (225/40R-18s in front and 255/35R-18s in back) that stick to the skidpad at 0.87 g, again matching the M3's performance. Even with its firm sport suspension, the 335i remains compliant and manages to avoid the M3's flinty harshness.

The yin to the turbochargers' yang are large 13.7-inch brakes up front and 13.2-inch rotors in back that are good for 160-foot stops from 70 mpha foot better than the stopping distance of an M3. Brake feel is progressive, and the 335i comes with BMW's brake-fade compensation that works to maintain constant pedal feel even when the brakes are overheating. After a few hot laps around GingerMan Raceway in western Michigan, the brake pedal remained responsive and off the floor.

The '07 sedan and coupe sit atop the same wheelbase and chassis, which results in similar handling characteristics and feel. Despite the use of plastic front fenders, the 335i weighs 97 more pounds than the outgoing 330i sedan and carries a larger percentage of its weight over the front wheels. The driving difference, however, is undetectable. Most of the weight gain can be traced to the extra turbocharger and intercooler hardware and the turbo engine's all-aluminum block, which is about 50 pounds heavier than the composite magnesium-and-aluminum block of the naturally aspirated engine.

On the skidpad the front tires gave up well before the rears. On the track, though, the 335i displayed the same fluid and linear steering and balanced handling as the 330i, but the turbo engine has enough muscle to make downshifts optional. Optional but enjoyable, as the pedals are ideally positioned for heel-and-toe downshifts, clutch engagement is agreeably gradual, and the shifter, although slightly rubbery, always snicks fluently into the desired gear. The only caveat for track use is that when the 335i's stability-and-traction-control system is turned off, the open differential sends power to the tire with the least traction, leading to time-consuming wheelspin. With a mechanical limited-slip differential, we believe the 335i would be a match for an M3 on a track.

LOWS: Annoying starting procedure, guzzles fuel when asked to perform.

Inside, the coupe is much like the sedan, except there is seating for four, not five. A long console adorned with wood extends from the dash to the rear bulkhead. The split rear seats are reminiscent of those in the 6-series of the '70s and '80s. They're comfortable, but legroom is scant. The driving position is exemplary, with the steering wheel adjustable so that it falls to hand at just the right angle. Also adjustable are the leather seats that kept us in place and comfortable.

Mercifully, BMW didn't equip our 335i with an optional $1800 navigation system, which adds an unsightly screen in the middle of the dashboard and an iDrive controller between the seats. Without the nav and iDrive, the 335i benefits from a clean interior design with easily sussed radio and climate controls. Our tester also came sans the Comfort Access option ($500) that allows the driver to start the car without placing the key in the ignition. Without Comfort Access we had to put the keyit's actually just a small plastic radio transceiverinto a slot in the dashboard and then press the adjacent start/stop button. Multiple steps to accomplish a simple taskthank you, Mr. Goldberg.

Once lit, the 335i's turbo six reveals itself to be the strong, silent type. Turbocharger whine, waste-gate woofing, and the exhaust system are all agreeably muted. In feel and sound this twin-turbo mill could pass for naturally aspirated. We were reminded that the 335i was turbocharged when we added up the mileage and saw that we went only 18 miles per gallon of premium. Granted, it is fair to say we exploited the newfound power with the restraint of a Somali warlord, but even on highway jaunts the 335i returned fuel economy in just the mid-20s. (The 2006 330i in our long-term stable regularly gets about 30 mpg on the highway.)

Although owners will undoubtedly pay more at the pump for their twin-turbo indulgence, BMW isn't charging much more for the turbocharged 335i. With a base price of $41,295, the 335i coupe is only $3000 more than the previous-generation 330Ci that had 75 fewer horses under its hood. Perhaps more important is the $8300 price difference between the 335i and the 2006 M3. If you missed out on the six-cylinder M3 and can't wait for the new V-8-powered version, the attractively priced 335i offers enough performance to forget the M3. If we were spending our own money and had to buy one car, it would be hard to pick anything but the 335i.

THE VERDICT: A dynamic masterpiece that delivers the performance of an M3 without a lot of Sturm und Drang.


Counterpoints

The BMW 335i may just be the best car in the world at the moment, if you balance performance, style, and sheer driving pleasure against value for the dollar. It has replaced the outgoing E46 M3 as the car I would buy as my daily driver, particularly since it is far more forgiving over broken pavement yet still has the suds to allow you to kick the tail out of line when you're in hooligan mode. I even like the way it looks, which is an admission for someone who has generally loathed the Bangle/van Hooydonk experiment with ugliness at BMW. The car's only fault? An interior that still looks low-rent compared with the beautifully crafted cabin of the old 3-series. —Mark Gillies


There are few things we'd change on the current 3-series, but until now, it had somewhat average horsepower. The '07 335i matches the performance of an E46 M3 but without the raspy metallic scream or compromised ride quality, and it packs the strongest midrange ever felt in a 3-series. Don't worry, BMW didn't forget that we all love its smooth, quick-revving inline-sixes, so the turbo engine conceals its newfound boost with a shockingly linear power delivery all the way to the high 7000-rpm redline. Even the classic six-cylinder sound is retained. Long-running benchmarks don't have to lead on every front, but now the 3-series does just that. —Dave VanderWerp

The current BMW 3.0-liter inline-six offers such a sublime combination of power, refinement, light weight, and efficiency that I was not jazzed by the prospect of seeing twin turbos bolted onto it. Why compromise throttle response, economy, and weight for just 45 more ponies? But the new engine delivers broadband performance way beyond its specs, shaving nearly a second from the 330i's quarter-mile time. And it does so with only a hint of turbo lagat 1500 rpmand the same turbine smoothness that makes all BMW engines so delicious. There's a reason the company's initials stand for Bavarian Motor Works. —Csaba Csere

Specifications

SPECIFICATIONS

2007 BMW 335i

VEHICLE TYPE
front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED
$45,720 (base price: $41,295)

ENGINE TYPE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement
182 in3, 2979 cm3
Power
300 hp @ 5800 rpm
Torque
300 lb-ft @ 1400 rpm

TRANSMISSION
6-speed manual

CHASSIS
Suspension (F/R): struts/multilink
Brakes (F/R): 13.7-in vented disc/13.2-in vented disc
Tires: Bridgestone Potenza RE050A RFT, 225/45R-18  

DIMENSIONS
Wheelbase: 108.7 in
Length: 180.3 in
Width: 70.2 in
Height: 54.2 in
Passenger volume: 86 ft3
Trunk volume: 11 ft3
Curb weight: 3557 lb

C/D TEST RESULTS
60 mph: 4.9 sec
100 mph: 12.1 sec
140 mph: 28.0 sec
Rolling start, 5–60 mph: 5.6 sec
Top gear, 30–50 mph: 6.5 sec
Top gear, 50–70 mph: 6.0 sec
1/4 mile: 13.6 sec @ 105 mph
Top speed (governor limited): 144 mph
Braking, 70–0 mph: 160 ft
Roadholding, 300-ft-dia skidpad: 0.87 g

C/D FUEL ECONOMY
Observed: 18 mpg

EPA FUEL ECONOMY
Combined/city/highway: 22/19/28 mpg

c/d testing explained

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Bmw horsepower 335i

BMW E92 3 Series Coupe 335i Specs


(2012 - ) Technical Specifications

BMW E92 3 Series Coupe image

With a fuel consumption of 8.4 litres/100km - 34 mpg UK - 28 mpg US (Average), 0 to 100 km/h (62mph) in 5.5 seconds, a maximum top speed of 155 mph (250 km/h), a curb weight of 3527 lbs (1600 kgs), the E92 3 Series Coupe 335i has a turbocharged Inline 6 cylinder engine, Petrol motor.
This engine produces a maximum power of 306 PS (302 bhp - 225 kW) at 5800 rpm and a maximum torque of 400 Nm (295 lb.ft) at 1200-5000 rpm. The power is transmitted to the road by the rear wheel drive (RWD) with a 6 speed Manual gearbox.
On the topic of chassis details responsible for road holding, handling behavior and ride comfort, the E92 3 Series Coupe has McPherson struts. Coil springs. front suspension and Coil springs. rear suspension. Stock tire sizes are 225 / 45 on 17 inch rims at the front, and 255 / 40 on 17 inch rims at the rear. For stopping power, the E92 3 Series Coupe 335i braking system includes Vented Discs at the front and Vented Discs at the rear.
The E92 3 Series Coupe model is a Coupe car manufactured by BMW, with 2 doors and 4 seats, sold new from year 2012.

BMW E92 3 Series Coupe 335i Engine Technical DataBMW E92 3 Series Coupe 335i Engine Technical Data

Engine type - Number of cylinders : Inline 6
Engine Code : -
Fuel type : Petrol
Fuel System : Direct Injection.
Engine Alignment : Longitudinal
Engine Position : Front
Engine size - Displacement - Engine capacity : 2979 cm3 or 181.8 cu-in
Bore x Stroke : 84.0 x 89.6 mm
3.31 x 3.5 inches
Number of valves : 24 Valves
Aspiration : Turbo + Intercooler
Compression Ratio : 10,2
Maximum power - Output - Horsepower : 306 PS or 302 bhp or 225 kW @ 5800 rpm
Maximum torque : 400 Nm or 295 lb.ft @ 1200-5000 rpm
Drive wheels - Traction - Drivetrain : RWD
Transmission Gearbox - Number of speeds :

BMW E92 3 Series Coupe 335i Fuel Consumption (Economy), Emissions and Range BMW E92 3 Series Coupe 335i Fuel Consumption (Economy), Emissions and Range

Fuel Consumption - Economy - Combined: 8.4 L/100km
34 mpg UK / 28 mpg US
Fuel Consumption - Economy - Open road: 6.3 L/100km
45 mpg UK / 37 mpg US
Fuel Consumption - Economy - City: 12.0 L/100km
24 mpg UK / 20 mpg US
Range : 750 Km or 466 miles
Fuel Tank Capacity : 63 L
13.9 UK gallons
16.6 US gallons
CO2 emissions : 196 g/Km (BMW)

BMW E92 3 Series Coupe 335i Performance BMW E92 3 Series Coupe 335i Performance

Top Speed : 250 km/h or 155 Mph
Acceleration 0 to 100 km/h (0 to 62 mph) : 5.5 s
Acceleration 0 to 1000m : 24.5 s

BMW E92 3 Series Coupe 335i Size, Dimensions, Aerodynamics and Weight BMW E92 3 Series Coupe 335i Size, Dimensions, Aerodynamics and Weight

Body : Coupe
Num. of Doors : 2
Wheelbase : 276 cm or 108.66 inches
Length : 461.2 cm or 181.57 inches
Width : 178.2 cm or 70.16 inches
Height : 137.5 cm or 54.13 inches
Front Axle : 150 cm or 59.06 inches
Rear Axle : 150.7 cm or 59.33 inches
Num. of Seats : 4
Aerodynamic drag coefficient - Cx : 0.30
Front Brakes - Disc dimensions : Vented Discs (348 mm)
Rear Brakes - Dics dimensions : Vented Discs (336 mm)
Front Tyres - Rims dimensions : 225/45 R17
Rear Tyres - Rims dimensions : 255/40 R17
Front Wheels Width : 8,0"
Rear Wheels Width : 8,5"
Curb Weight : 1600 kg OR 3527 lbs
Weight-Power Output Ratio : 5.2 kg/hp
Trunk / Boot capacity : 430 L
Steering : Rack and pinion Hydraulic
Front Suspension : McPherson struts. Coil springs.
Rear Suspension : Coil springs.

What engine is in BMW E92 3 Series Coupe 335i?
The BMW E92 3 Series Coupe 335i has a Inline 6, Petrol engine with 2979 cm3 / 181.8 cu-in capacity.

How many horsepower (hp) does a 2012 BMW E92 3 Series Coupe 335i have?
The 2012 BMW E92 3 Series Coupe 335i has 306 PS / 302 bhp / 225 kW.

How much does a BMW E92 3 Series Coupe 335i weighs?
The BMW E92 3 Series Coupe 335i weighs 1600 Kg / 3527 lbs.

What is the top speed of a BMW E92 3 Series Coupe 335i?
The BMW E92 3 Series Coupe 335i top speed is 250 Km/h / 155 mph.

Is BMW E92 3 Series Coupe 335i All Wheel Drive (AWD)?
No, the BMW E92 3 Series Coupe 335i is not All Wheel Drive (AWD). It's Rear Wheel Drive (RWD).

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1000HP 2JZ Swapped BMW 335i Roll Racing At Race Motive 2020

BMW E90 3 Series 335i Specs


(2006 - 2013) - Technical Specifications for Years 2006, 2007, 2008, 2009, 2010, 2011, 2012, 2013

BMW E90 3 Series image

With a fuel consumption of 9.6 litres/100km - 29 mpg UK - 25 mpg US (Average), 0 to 100 km/h (62mph) in 5.6 seconds, a maximum top speed of 155 mph (250 km/h), a curb weight of 3329 lbs (1510 kgs), the E90 3 Series 335i has a turbocharged Inline 6 cylinder engine, Petrol motor.
This engine produces a maximum power of 306 PS (302 bhp - 225 kW) at 5800 rpm and a maximum torque of 400 Nm (295 lb.ft) at 1300 - 5000 rpm. The power is transmitted to the road by the rear wheel drive (RWD) with a 6 speed Manual gearbox.
On the topic of chassis details responsible for road holding, handling behavior and ride comfort, the E90 3 Series has Independent. McPherson. coil springs. anti-roll bar front suspension and Multilink. Coil springs. anti-roll bar rear suspension. Stock tire sizes are 225 / 45 on 17 inch rims at the front, and 225 / 45 on 17 inch rims at the rear. For stopping power, the E90 3 Series 335i braking system includes Vented Discs at the front and Vented Discs at the rear.
The E90 3 Series model is a car manufactured by BMW, sold new from year 2006 until 2013, and available after that as a used car.

BMW E90 3 Series 335i Engine Technical DataBMW E90 3 Series 335i Engine Technical Data

Engine type - Number of cylinders : Inline 6
Engine Code : -
Fuel type : Petrol
Fuel System : Direct Injection
Engine Alignment : Longitudinal
Engine size - Displacement - Engine capacity : 2979 cm3 or 181.8 cu-in
Bore x Stroke : 84.0 x 89.6 mm
3.31 x 3.5 inches
Number of valves : 24 Valves
Aspiration : Turbo + Intercooler
Compression Ratio : 10.2
Maximum power - Output - Horsepower : 306 PS or 302 bhp or 225 kW @ 5800 rpm
Maximum torque : 400 Nm or 295 lb.ft @ 1300 - 5000 rpm
Drive wheels - Traction - Drivetrain : RWD
Transmission Gearbox - Number of speeds :

BMW E90 3 Series 335i Fuel Consumption (Economy), Emissions and Range BMW E90 3 Series 335i Fuel Consumption (Economy), Emissions and Range

Fuel Consumption - Economy - Combined: 9.6 L/100km
29 mpg UK / 25 mpg US
Fuel Consumption - Economy - Open road: 6.8 L/100km
42 mpg UK / 35 mpg US
Fuel Consumption - Economy - City: 14.4 L/100km
20 mpg UK / 16 mpg US
Range : 656 Km or 408 miles
Fuel Tank Capacity : 63 L
13.9 UK gallons
16.6 US gallons
CO2 emissions : 231 g/Km (BMW)

BMW E90 3 Series 335i Safety Ratings

Euro NCAP

BMW E90 3 Series 335i Performance BMW E90 3 Series 335i Performance

Top Speed : 250 km/h or 155 Mph
Acceleration 0 to 100 km/h (0 to 62 mph) : 5.6 s
Acceleration 0 to 1000m : 24.6 s

BMW E90 3 Series 335i Size, Dimensions, Aerodynamics and Weight BMW E90 3 Series 335i Size, Dimensions, Aerodynamics and Weight

Num. of Doors : 4
Wheelbase : 276 cm or 108.66 inches
Length : 452 cm or 177.95 inches
Width : 182 cm or 71.65 inches
Height : 142 cm or 55.91 inches
Aerodynamic drag coefficient - Cx : 0.3
Front Brakes - Disc dimensions : Vented Discs (348 mm)
Rear Brakes - Dics dimensions : Vented Discs (336 mm)
Front Tyres - Rims dimensions : 225/45 R17
Rear Tyres - Rims dimensions : 225/45 R17
Curb Weight : 1510 kg OR 3329 lbs
Weight-Power Output Ratio : 4.9 kg/hp
Trunk / Boot capacity : 460 L
Front Suspension : Independent. McPherson. coil springs. anti-roll bar
Rear Suspension : Multilink. Coil springs. anti-roll bar

What engine is in BMW E90 3 Series 335i?
The BMW E90 3 Series 335i has a Inline 6, Petrol engine with 2979 cm3 / 181.8 cu-in capacity.

How many horsepower (hp) does a 2006 BMW E90 3 Series 335i have?
The 2006 BMW E90 3 Series 335i has 306 PS / 302 bhp / 225 kW.

How much does a BMW E90 3 Series 335i weighs?
The BMW E90 3 Series 335i weighs 1510 Kg / 3329 lbs.

What is the top speed of a BMW E90 3 Series 335i?
The BMW E90 3 Series 335i top speed is 250 Km/h / 155 mph.

Is BMW E90 3 Series 335i All Wheel Drive (AWD)?
No, the BMW E90 3 Series 335i is not All Wheel Drive (AWD). It's Rear Wheel Drive (RWD).

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