BMW, in their infinite wisdom, positioned the E36’s power steering fluid reservoir under the engine. This means that, to service the power steering fluid, the engine must be cold, you need a long funnel, and you need a long arm. You also need paper towels to wipe your hands, as the cap will be covered in grime.

None of that is really a big deal, it’s just annoying. I successfully checked the fluid level (dipstick was dry), and topped it off with the help of a long funnel. Before screwing the cap back on the reservoir, I decided to wipe the grime off. That’s when I saw the letters “ATF” — which usually stands for “Automatic Transmission Fluid”. Crap: I just put the wrong fluid into my power steering.

Fortunately, there’s a happy ending here (”happy” meaning $0 spent). I stopped by the mechanic and was ready to have the power steering drained and refilled, when I was told that power steering fluid is ATF — just with a generic label and a higher price.

Update: By “park in a snow bank”, I really mean “leave in snow bank once car becomes stuck”.

So, I asked the salesman, “What E46s do you have on the lot?”

He asked, “What are you looking for, a 335i?”

The 335i is an E90, dumbass, not an E46. Now, I don’t expect most of the snobs and yuppies who buy BMWs to know the difference between an E46 and an E90, but some of us actually care about driving rather than posing, and we know the difference between the two. Is it too much to ask for the dealer to know the difference?

My car’s headlight covers had gotten so bad that the headlight beams were significantly dimmed. What to do? In addition to looking rather fugly, this is obviously a safety hazard.

Bavarian Autosport sells a product called the PolyClear Plastic Refinishing Kit for $35. It consists of two buffing pads that attach to a power drill, and a polishing compound. I figured I would give it a shot before replacing the headlights.

Results: very impressive! After a few minutes of buffing, the headlights look almost brand new:

I am quite happy with the results.

On Saturday, June 11, The Ultimate Drive came to Coast BMW Nissan in San Luis Obispo, and I took the opportunity to test-drive three BMWs: the 2005 325Ci convertable, the 2005 Z4 3.0, and the 2005 X3 3.0. All three cars were equipped with 5-speed automatic transmissions. Unfortunately, there were no manual transmissioned cars available. Also unfortunate was the absence of the new 2006 330i (E90), and the complete booking of the 2005 645i.

The test loop went from the dealership, down US-101 to the Avila Beach exit, and back up US-101. But somehow I kept finding myself on nice 2-lane frontage roads. I have no idea how that happened…

2005 325Ci convertible

Although the 3 Series sedans have moved to the new E90 platform, the coupe and convertible will carry on with the older E46 platform (first released in 1998) for another year. This doesn’t concern me at all, as I have always loved the E46.

The E46 has always fit me well, and the convertible is no exception. The seating position feels somewhat lower than my 1993 325i (E36), but it’s a little higher than the Z4. I immediately felt at home, as all the controls were were I would expect to find them in an E36—just newer and nicer.

As soon as I closed the door with a nice, vault-like “whump”, this car felt as solid as a rock. I could detect zero engine vibration, even at redline, and the suspension absorbed bumps well without compromising handling. Overall, the car felt much smoother and more solid than either my E36 or the 2005 Mustang. The E46 was designed from the outset to be more luxurious than the hard-edged E36, and it shows.

The 2.5-liter, inline 6 engine is basically an evolutionary improvement on the engine in my E36: better engine management computers and a more capable VANOS (variable valve timing) system give it a broader torque curve and smoother power.

The transmission is BMW’s 5-speed Steptronic automatic. The “Steptronic” refers to the “manual” shifting mode that gives the driver some say over what the transmission is doing. From the D gate, the shifter can move to the left. From there, pushing forward will upshift, and pulling backward will downshift. I played with this mode for most of the test loop. It does what it does, but it’ll never replace a true manual. Between having to look at the dash to figure out what gear I’m in, rather than instinctivly knowing from the shifter’s position, and having to wait a half-second or so for each shift, I say that Steptronic (and other “manumatic” transmissions from other manufacturers) is mostly a gimmick to pacify enthusiasts. I suspect that most people will just leave the transmission in Drive.

Handling is somewhat of a disappointment compared to my E36. The E46’s power steering was changed in 2001 to be lighter, because too many yuppie types were complaining about how heavy it was. Then BMW changed the steering again in 2002, because too many enthusiasts were complaining that the 2001 steering sucked. In any case, the 2005 steering is well-weighted and responsive, but still a touch lighter and vaguer than my E36. Additionally, the automatic transmission and additional weight of the car conspired to make the car feel just a tick slower than my E36.

But those are extremely minor quibbles (and certainly nothing that can’t be fixed with the 3.0 liter engine and/or the 5-speed manual). Driving a BMW convertible is just exilarating. From the moment I hit the open road, I had a big stupid grin on my face that lasted until I got back. I haven’t had as much sheer joy during a test drive since I rode a Harley-Davidson V-Rod last year. Driving a solid, fast convertible with the wind in the hair and the tunes on the radio was just tons of fun.

I could definitely see myself in a 325Ci or 330Ci convertible.

2005 Z4 3.0

The Z4 is a classic 2-seat roadster. Chris Bangle’s “flame surface” styling is louder on the Z4 than any other BMW, so you’re either going to love it or hate it. Personally, I love it.

The Z4 is a small car, but there is room—barely—for my 6′5″ frame. Unfortunately, even with the seat all the way down on the floor, the top of the windshield was right in my line of sight, just above the horizon. I constantly had to look under it, over it, or around the mirror, especially during cornering. This is, unfortunately, a deal-breaker for me.

However, the car is quite a hoot. The dealership is on a busy stretch of Los Osos Valley Road, which means you often have to be aggressive about getting out into traffic. The Z4 3.0 is lighter and smaller than the 325Ci convertible, and has a larger engine (3.0 liters), so I knew it was going to be quicker. I underestimated how much quicker. As I straightened out from my right turn, I rolled on some gas—and immediately exclaimed “Holy Shit!” with a laugh. That car is fast.

The steering was very sharp and quick (though still too light). The steering, combined with the car’s small size and light weight makes the Z4 3.0 the quickest car I have ever driven, by far, both in a straight line and in corners. But the speed is smooth—I found myself having to slow down to merge with freeway traffic.

Overall, the Z4 is quite a kick to drive. It’s just too darn small for me.

2005 X3 3.0

The X3 is essentially a 3 Series on steroids. I’m not normally a big fan of SUVs, but I wanted to give the X3 a shot.

The X3 3.0 has the same 3.0 liter inline 6 as the Z4 and E46 330i/Ci, but because the X3 is a much heavier vehicle, it is not nearly as quick. It makes good power though for hurtling cruising down backroads and passing slower traffic on the highway.

Where the X3 really shines is in its handling. Whereas most SUVs wallow and complain in turns in a most unsettling fashion, the X3 breezes right through just like a BMW sedan. I was pleasantly surprised. In fact, I would confidently estimate that BMW’s SUVs handle better than most manufacturer’s sedans—it’s that good.

Would I buy an X3? Down here in southern California, probably not. But in snow country, I would take a hard look at one.

I’m not a Ford guy. In fact, I generally disdain American cars because, frankly, most of them suck. However, when I first saw the new 2005 Ford Mustang in Car and Driver, I was intrigued. “That’s a beautiful car,” I said. “Yeah, but how is Ford going to screw it up?” was my brother’s reply. But after seeing a few of them driving around town, I became even more intrigued.

Being intrigued by an American vehicle that a) was built after the Nixon administration, and b) costs less than an outhouse in San Luis Obispo (that is, $124,298 or so), is an unusual state of affairs. I decided to find out more. To satisfy my curiosity, I paid a visit to Perry Ford here in San Luis Obispo, and took a 2005 Ford Mustang V6 out for a test drive. My current four-wheeled vehicle is a 1993 BMW 325i: a very different beast that sets a high standard indeed.

Engine
The new Mustang V6 is a 12-valve, 60-degree SOHC design that displaces 4.0 liters (yes, four liters). This is an impressive motor, putting out 210 HP @ 5250 RPM, and 240 ft-lbs @ 3500 RPM. For comparison, my BMW’s M50 motor is a 2.5 liter, 24-valve DOHC inline 6 which puts out 189 HP @ 5900 RPM and 181 ft-lbs @ 4700 RPM. However, the BMW has the technical edge: variable valve timing and a higher compression ratio than the Ford allow it to produce 75.6 HP/liter, vs. just 52.5 HP/liter from the Mustang.

The Ford V6 and the BMW I6 have very different personalities. The BMW has little torque below 2500 RPM, but it pulls like a train from 3000 RPM all the way to 7000 RPM. The BMW is built to rev! 5000 RPM is just as smooth as 3000 RPM. On the other hand, the Ford redlines at less than 6000 RPM, and wants a shift at less than that. But it pulls hard almost from idle due to that low torque peak of only 3500 RPM.

Transmission and clutch
The Mustang comes standard with a 5 speed manual. The shifter was a bit of a reach for me (I had the seat all the way back), but I got used to its position quickly. The throws are short, which is helpful for quick shifting. However, there wasn’t much feeling of “center” to the H pattern, as the spring action in neutral was weak compared to my BMW. Further, some of the gates felt a little rough and “notchy”. Despite these quibbles, I didn’t miss a single shift, and once under way, the transmission glided easily from gear to gear. I imagine that the notchiness at idle will smooth out with time.

The gear ratios are well-matched to the low-end torque of the engine, meaning that they are fairly tall. It was easy to cruise in freeway traffic in 3rd or 4th.

The Mustang’s clutch pedal is well positioned, and has smooth, progressive engagement (once I got used to it). Pedal travel is short, but the clutch begins to engage almost immediately, which leaves a comfortable zone where the clutch can be slipped. By comparison, my BMW’s clutch is a little abrupt, and a large portion of the pedal travel has the clutch completely disengaged. However, the car is 12 years old and is on its 2nd flywheel and 3rd clutch.

Exterior
I find the overall styling of the new Mustang to be downright gorgeous. It evokes the early Mustangs of the 1960s, but it’s not so “retro” as to be cliched (unlike, say, the New Beetle or the PT Cruiser). Mustang styling has come full-circle, but it exudes a modern flair.

I closely examined the seams and gaps where doors, panels, and glass meet, and everything seems very tight and well-built. There were no obvious flaws in the paint, either. I was quite impressed. The car’s tight tolerances are a testament to the Mazda plant that now builds the Mustang.

My one major gripe about the exterior lies with the mirrors. They are ugly, black plastic units that look out of place on an otherwise beautiful car. Hey Ford, paint the mirrors! Additionally, the passenger-side mirror on my test car produced a distorted reflection that was reminiscent of a funhouse mirror from an old county fair. “Objects in mirror are straighter than they appear.”

Interior
In general, the interior of the Mustang is well arranged. Most materials looked nice; however, some panels which had a leather “look” were, in fact, simply hard molded plastic. However, other places felt quite nice to the touch.

My test car was equipped with power leather seats, and I was quite impressed with them. The power lumbar support was very nice; I sometimes have to put a folded sweatshirt behind me in the BMW. Unfortunately, seat heaters are not available (the BMW has spoiled me forever in this regard).

The climate controls are low on the console, and easy to manipulate (alas, there is no dual-zone climate control available). I didn’t play with the stereo that much, but it seems promising: there is a real volume knob (I’ll never understand why anybody ever thought that volume buttons were a good idea), a small number of buttons, and a readable display. Other controls were easy to locate and generally felt crisp in operation.

Retro touches abound: chrome accents (albeit plastic) surround gauges and HVAC vents. The typeface on the gauges is straight out of the 1960s. Unfortunately, the gauges are set deep in the dash, which makes them difficult to read in bright light. By comparison, BMW produces the most-readable gauges in the industry.

The steering wheel and shifter are plastic, molded to look like leather. Considering that these two controls are where the driver’s hands spend most of their time, they really should be real leather (or at least a softer-touch plastic). This is, perhaps, the cheapest-feeling aspect of the Mustang.

Visibility is somewhat of an issue, at least for me. I have to put the seat all the way back to fit my legs under the steering wheel. This puts me far away from the low windshield, so I have a hard time looking up at overhead traffic lights. The hood is long (a Mustang trademark), covering up much of the road immediately ahead; by comparison, the BMW’s hood slopes away from the driver, opening up the view. Thick B-pillars make lane changes tricky, and the optional spoiler spoils the view out the rear window.

The drive
At speed, the Mustang feels smooth and composed. The suspension feels a tad softer than my BMW (which is equipped with Bilstein HD shocks), and absorbs bumps and potholes well. The car exhibits very little body roll in tight corners, which keeps the tires planted and inspires confidence in the driver.

Steering is relatively heavy, which lends a sense of control to the driver. The Mustang has a little bit less road feel than my BMW, but it’s still easy to tell what’s going on at the front end. Steering response is smooth and natural, and I felt comfortable with the car’s handling right away.

The Mustang is not a quiet car: engine and exhaust sounds are ever-present, and tire and wind noise begin to appear at highway speeds. The BMW E36 is not a quiet car either, so I don’t consider a bit of sound to be a problem. In fact, sound it makes it easier for me to know what the car is doing. However, drivers used to the vault-like silence of the Honda Accord and other modern sedans may find the noiser Mustang tiring after a while.

Overall impressions
In general, I am very impressed with the new Mustang. The V6 provides good low-end power and good handling. Look past some of the interior bits, and appreciate that Ford can produce such a coupe for around $22K.

The Mustang isn’t as quiet or comfortable as a typical sedan, but that’s not what it’s built for. It’s built for rolling down the windows, cranking the stereo, and attacking some back roads.

First, check the Child Protection Control–that’s the mysterious button behind the right side of the steering wheel. It’s actually a circuit breaker that is designed to trip when little Johnny tries to close the power window on the dog’s neck. If it’s popped out (you’ll see a red outline), push it back in.

Then, check the fuse in the main fuse box. It’s under the hood on the driver’s side.

If both of those are OK, suspect the Comfort Relay. That’s the main relay that provides power to the windows and sunroof. The relay is located in the Auxiliary Relay Panel, which is next to the steering column under the driver’s side dashboard. In the BMW 3 Series Service Manual (1992-98), the Aux Relay Panel is described on pg. 610-2, and a schematic for the power windows (1993 325i) is on pg. ELE-233.

Roadfly also has a good writeup about the Comfort Relay here.

Update June 14 2007: RoadFly used to have a good article there. The article seems to have been KIA by the corporate sell-out. Fortunately, the Wayback Machine still has copies of the original article. Unfortunately, some of the original photos are missing.

Update June 15 2007: There are a number of posts on RoadFly’s bulletin board regarding the Comfort Relay. Running a search there may turn up something useful.

Update Nov 20 2007: Here’s an interesting article on the E36 comfort relay from UnofficialBMW which may be helpful.

That’s the cover headline on April’s Car & Driver featuring the new BMW 3 series. This is the most succinct and damning indictment of Chris Bangle’s “flame surface” styling (starting with the current 7 series) that I have seen.

While back-handing BMW’s recent design direction, C/D is also expressing the relief that all of us feel now that we know BMW isn’t going to fuck up the 3 series. If the 7 series is ugly and the 5 series looks like a 5-year-old Pontiac, it’s not the end of the world for BMW. But the 3 series is BMW’s bread and butter; to mess it up would probably sink the company.

I think it’s no accident that the front of the new 3 series bears a strong resemblence to the 6 series, which is BMW’s first “flame surfaced” car that is actually beautiful.