• Jan 18th 2010 at 7:57PM
  • 46

2011 BMW 335i – Click above for high-res image gallery

Now that BMW has replaced the twin-turbo 335i with the new twin-scroll, direct injection model, the question everyone's been asking – and by everyone, we mean Bimmer fanatics – is what will happen to the outgoing N44 engine? The new N55 produces the same power and the same torque, but with a flatter curve that makes the grunt more accessible. Yet as every BMW tuner knows, the outgoing N44 has more potential. So the answer, according to reports, is BMW's plan to offer a new model dubbed the 335is.

Like the almost-an-M Z4 sDrive35is that debuted at the Detroit Auto Show last week, the new 335is is tipped to get a revised version of the twin-turbo inline-six, producing 340 horsepower and 332 pound-feet of torque (with overboost unleashing 369 lb-ft). Coupled with an M-Sport appearance package with a blacked-out grille and matching mirrors, and a choice of either six-speed manual or (for the first time outside of the M range) seven-speed dual-clutch gearbox and you're looking at the hottest dreiwagen this side of an M3. The run from 0 to 60 is expected to be dispatched in five seconds flat, with a top speed limited to 149 mph instead of 130.

The best part, however, is that – according to reports and some leaked documents – the 335is is slated to launch in the North American market before being considered for anywhere else. Finally some payback for all those hot European models we've been longing for from the opposite shore.

[Source: Autocar, E90Post]

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    • 1 Second Ago
      • 5 Years Ago
      The 335 was meant to compete with the S4 but the new S4 has been kicking *ss in all the comparative tests that I have seen so far. BMW had to come up with something. BMW has been forced to respond. They blinked...
        • 5 Years Ago
        The S4 only 'wins' if it has the torque vectoring rear differential, and the 335 has an open differential.
        • 5 Years Ago
        OK, fair comparison - except the differential in the Audi is an $1,100 option (and really, spending 50k already, only people who don't care about performance would not get it), and you get ADS controls for throttle response and transmission on the s-tronic included. The Quaife is more expensive at $1,500 just for the part, and is not a factory option.

        So still, I'd say the Audi wins. You have to really like BMWs to buy one over the S4, comparably equipped (if you want a stripper, the Audi can't match).

        Not to mention, the S4 will hold it's value *much* better than the 335 will. Just look at the S5.
        • 5 Years Ago

        BMW fan, huh? The S4 has beaten the 335 in every test around a track, ADS sport differential or not. And if you take a look at the interiors, the Audi wins far and away.

        0-60 is about the same, and is a driver's race - the s-tronic transmission tends to bog down on launch w/o launch control, but the manual will consistently bang off 4.9s runs. The 335 and the Lexus IS350 are typical @ 4.9s as well.

        From a roll, the supercharged V6 beats them both, for obvious reasons.

        This 335iS should be good for a consistent 4.7-4.8s runs, maybe 4.6s on a good day.
        • 5 Years Ago
        I don't like what BMW has done the last five years.
        and by 'win' I meant a clear and decisive victory.
        If the BMW has a Quaife, and the S4 doesn't have the torque vectoring differential, then the BMW wins.

        Now: BMW-Quaife, S4 has the torque vectoring differential, then? I'd lean to BMW
        BMW-open, S4 open, then? I'd lean to Audi
      • 5 Years Ago
      @Infra: The 335i is already good for 4.8 runs, so I don't know where you're getting your data. The iS, with the torque boost (and HP boost, since the current incarnation has 300HP) is sure to lower that time somewhat.

      Come on now, if you're going to compare apples to apples, at least make sure you throw correct data out there. :)
      • 5 Years Ago
      i'll take a bmw 335iS xdrive msport because you can't have enough badges on your car.
      • 5 Years Ago
      just a quick correction, i think you mean "N54" engine.
        • 5 Years Ago
        Yeah, just a typo on his part. The N54 was/is a beast aside from all the HPFP failures...

        Lets see how the Twin scroll N55 does
        • 5 Years Ago
        "Other than that, Mrs. Lincoln, how was the show?"
      • 5 Years Ago
      I know BMW broke their naming stopped reflecting the displacement long ago, but shouldn't they be at least consistent and call this new model 340i? It's the same engine as the 740i, no?

      Anyway, very bizarre. How much faster can it be over 300bhp version?
        • 5 Years Ago
        ^ Ah... I see it is the twin turbo.. so N54. thanks.

        i guess it'll probably be upgraded to N55 for 2011 model... And when they do, I somehow doubt they're gonna call it 740iS... I still think they should've just called it 735i.
      • 5 Years Ago
      Does it have an LSD? I would assume so, but then again I would have assumed the Z4 and 1-series did too.

      And as to "as every tuner knows, the outgoing engine has more potential". Which of these tuners has even taken a good crack at tuning the new engine?
        • 5 Years Ago
        The torsen differential does lock. It stays locked until the traction difference exceeds the TBR.
        Mazda Rx-8 torsen 2, 2:1
        Mazda Rx-7 torsen 1, 3:1
        Hyundai Genesis torsen 2, 2.5:1?
        Lexus IS-F torsen 2 2.5:1?
        Audi Quattro 5 speed automatic 2:1
        • 5 Years Ago
        I think you are hung up on the semantics of the word locked.
        Lock doesn't necessary always imply 100% locked. Rigid or solid would.
        The torsen differential is locked, until the the traction difference is greater than the TBR. eg 3:1, 75/25/75
        A completely rigid/solid axle has infinity:1 bias ratio, 100/0/100.

        The detroit locker is not a differential.

        The big thing of a torsen differential is that it is 100% torque sensitive. Other differentials that include camming plates [salisbury], are not 100% torque sensitive, they still have an open differential in there. So part of the power flow is via the open differential, and some via the frictional drive of the friction plates/side thrust. Then you have to decide in what ratio? should it be asymmetric? and do you want pre-load? Do you want the spider/side gear interface to develop separating forces that aid the pre-load spring.

        I don't think any brake actuated traction control systems actually stop the least tractive wheel from spinning, at least not intentionally [intermittently if wheel was in the air]. You would want the rotation rate to match the vehicle forward speed+ 10-15%.

        Brake actuated traction control isn't going to work at the track, because you are already using the brakes to their fullest, as you said. But they do operate on a speed sensitive basis, like a 'viscous system'.
        Now with the greater integration of vehicle systems, the brake actuated traction control can now start braking the inner wheel before it has spun up.
        I'd rather have a mechanical torque vectoring system.
        • 5 Years Ago
        Read the last paragraph of section 2.5
        which is basically restated in the first sentence of the last paragraph of page "77"/page3
        'This feature enables the Torsen differential to support a torque imbalance between the drive axles which contributes to the total amount of torque which can be transfered from the engine to the drive axles when the amount of torque which can be supported in one of the drive axles is limited by available traction' [holy run on sentence Batman!]
        Read sections 5.1 & 5.2

        Maybe you are not understanding what 'lock' means. The torsen operates locked, until you get to a traction difference in excess of the bias ratio, then it differentiates the tractive torque at the bias ratio.

        Maybe the hillbillies have ruined the nomenclature.
        The Detroit Locker is not a differential: it can not differentiate AND apply power from one engine to two wheels. (and isn't legal to use on the road)
        lockABLE differentials: ARB, and other type of differentials which are hydraulically or pneumatically coupled together. Heck there are some in which a motor rotates a ball cam ramp to engage locking pins (rear of Touareg/Cayenne), or ball cam ramp to apply clamp load to friction plates. [hard enough to lock]

        To address the limitations of operating with one wheel airborne, Mitsubishi added a viscous coupling on their torque sensitive differential [rear of the Pajero/Montero, marketing name 'hybrid differential'] but it is meant for off-roading.
        • 5 Years Ago
        I think actually the problem is you don't understand what locking means.

        If the two wheels aren't ganged together, it isn't locked. And a Detroit Locker or ARB Air Locker are both lockers. They are differentials until they aren't, at which case they lock the two halfshafts together. Note that the locking terminology predates Detroit Lockers, to the center diff in a traditional full-time 4WD system. It operates as an open diff unless you lock it, in which case it just connects the two halfshafts together, in diff terms, it would just turn into a bevel gear although in a center diff the power comes in parallel to the output shafts, not perpendicular.

        A Torsen's big advantage is it can apply a controlled different amount of torque to the two sides while still limiting slip. This great, it means you can operated as a limited slip even in turns. But it can't lock, so when you lift a wheel (either off road or by unloading it in a tight turn on a track) you lose everything. A locker/regular LSD has to unlock in a turn and then relocks when you apply the gas coming out of the corner but at least it doesn't matter how much you unload the inner wheel.

        Torsens are awesome, but they aren't lockers. They're limited slip, just not lockers.

        A brake system is far worse than either of these, since when it kicks in, it actually stops a wheel, which is useless. If you wanted to make zero progress, you could just let the wheels spin! So it has to turn on and off rat a tat tat, which is no fun. Even a viscous system can remain in operation (locked) for a period of time after activation since it doesn't stop any wheels, just slow it to the same speed as the one opposite it.
        • 5 Years Ago
        It likely has an open differential with BMW's updated traction control system that was introduced in the 2009 335i and 2008 135i. It brakes the slipping wheel to send more torque to the wheel with traction through the open diff. Admittedly it doesn't work as well as a torsen type LSD, but it behaves much like a viscous type and get the job done. At least that's my experience.
        • 5 Years Ago
        I think in RWD performance applications, you don't generally use a torsen, you want a locking-type diff. For FWD you use a Torsen since you have no real choice because if you lock the front diff you can't turn anymore.

        Braking systems don't behave anything like a viscous system. Viscous systems work continually once they kick in, braking systems go on and off, eventually turning off completely if the brakes heat up.

        For the occasional situation where you just want to power onto an on ramp a brake system is okay. For off-road (including soft road) it's not very good and it's terrible on a track.
        • 5 Years Ago
        No, Torsens don't lock. They just dynamically adjust the torque split within a predetermined range. And the number you list is the maximum ratio of torque between sides (or ends in a center diff).

        Since Torsens don't lock, you can still steer with them on your front diff. But the downside is that the max torque ratio limits your delivered power when a wheel is seriously unloaded. Get a wheel in the air and you lose power delivery because the max torque for both wheels falls to zero since anything times 0 is still 0. This is unlike a locking diff where it gangs the two wheels together in a slip condition so no matter how much one slips, the other still is driven.

      • 5 Years Ago
      Some how those 0-60 times seem to be very understated considering the current 3.0TT with 300hp can do under 5 seconds even with the auto trans.
      • 5 Years Ago
      i really want to know how an overboost would feel like at highway driving.. It should be fun passing everyone on the left lane until some truck driver cuts me off..!!
        • 5 Years Ago
        good call... Turbos and me are just miles apart. im more of a N/A type of person so i really have no idea.. but thx for the info!!
        • 5 Years Ago
        Overboost is just marketing. Control of turbos is imperfect due to where the sensors are placed and limitations of the speed of actuation of the bypass system, so all turbo systems spin up to higher than the desired maximum in a static situation from time to time. That's why turbo systems are designed with some margin.

        Let me put it this way, what's the difference between a system which says it's good for 332 lb-ft with overboost to 369 lb-ft and one that's says its good for 369 lb-ft? The only difference is how it is described.
        • 5 Years Ago
        It is only 10%.
        You'd figure BMW could implement overboost via cruise control, and not even tell anyone.
        If you want 60mph up this really steep mountain, then you will maintain that 60mph without downshifting.
        • 5 Years Ago
        @ MikeW:

        Most turbo systems are already like that. I know on my GTI, I very rarely find myself having to shift out of top gear when on the highway regardless of the grade. The turbo just spools up a bit more and delivers more boost and speed is maintained.

        On a level grade at 75-80mph my turbo is barely pushing any pressure according to my boost gauge. Once I put my foot into it though, it will quickly spool up and I'll be up around 12psi and accelerating quickly in no time.
      • 5 Years Ago
      Another correction - besides N54, you also state the DCT isnt on any other non-M car but it is on the Z4 sDrive35i - 7-Speed double clutch Transmission $1,575
      • 5 Years Ago
      Well, looks like BMW has been feeling the hurt that the new S4 has been putting on the 335 in most comparison tests. They decided to up the ante.

      Isn't competition a wonderful thing?
      • 5 Years Ago
      I hope the Century City billboard wars start up again.
      • 5 Years Ago
      BMW is kool
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