We've logged a little over 300 miles on our 2002 330Cic convertible and are ecstatic about it. We previously wrote a review of a 2001 330i coupe that we had as a loaner car while our BMW X5 was being serviced. That review has been moved so that it now immediately follows this one.

Our model has an automatic transmission, the premium and sport packages, heated leather seats and xenon lights. We also purchased the wind deflector for use when the top is down, which markedly improves ride comfort.

What follows are some questions that we asked ourselves, which led us to eventually select the 330i convertible with our options.

Why BMW?

One of our previous vehicles was an old Mercedes 300SD sedan, so there is a bias here toward German engineering. Consumer Reports rates the BMW 3 series as its best sports sedan, and Car and Driver has ranked this same vehicle as one of its Ten Best Cars for nine consecutive years. Further, C & D's subscribers' poll ranked it as their number one Best Car in its December 2001 issue. Cadillac and Lincoln have had reliability and/or depreciation problems per Consumer Reports. Mercedes, Lexus and Acura enjoy a reputation similar to BMW for build quality, but not for driving performance. Audi achieves both of these, but falls short in regard to safety.

BMWs are engineered to be the safest cars on the road today. This is demonstrated in crash tests by the Insurance Institute for Highway Safety (IIHS), which rates BMWs as "Best Pick" in every category that it competes in. This is not the case with Lexus (GS 400), Audi (A6), Cadillac (Catera), Lincoln (Continental) and Infiniti (all models). The BMW X5 has the additional distinction of being the safest vehicle that IIHS has ever tested.

Safety is even more important with convertibles, as BMW's reinforced frame and pop-up roll bars are not available in American cars such as the late-model Mustang. We knew an outstanding young man who died last year when the latter vehicle flipped and landed upside down.

Why a 2002 model?

There are significant improvements versus older models. This year there are three layers in the top versus two, a glass rear window with defroster, better roof seals and improvements in the steering and suspension systems. A friend with an older model complained about the lack of a front seat belt support on the sides of the seats, which the newer models now have. The old plastic rear windows must be changed about every four years, so the glass is an improvement worth having. Lastly, we like the styling of the 2002 model much better than the previous models. It appears to be wider, fuller, and more sporty, especially regarding the lights, the surfaces under the bumpers and around the wheels. Some people don't like Chris Bangle's designs and prefer the styling of the older models, but we couldn't disagree more. We chose titanium silver with a black interior.

Why a 3 series?

It's misleading to think of the 330Ci convertible as a "compact" car based on appearance. It weighs 122 lb. more than a 530i and is heavier than many midsize luxury cars -- and this is the category that the Insurance Institute puts it in. The advantage of the smaller profile is a feeling of markedly increased maneuverability over the 5 and 7 series models, making this model much more a "driver's car" than the others.

It's also deceptive to think that the interior of the 3 series will be cramped. This six footer fits comfortably in the front seats, although the rear of the convertible is tight for big guys.

Why a three liter engine?

We were quoted a price of $3K less for the 325i, and decided that the added driving pleasure was worth the extra bucks. You can hear and feel the 225 horses when you rev the engine (much more "throaty" than in the 325i), and can definitely appreciate them when you're passing another car on the freeway. Having all the power you need is part of what having "the ultimate driving machine" is all about, so we decided not to settle for less.

Why a convertible?

Once you're seduced into the pleasure of "ultimate driving", as we were when we first drove this vehicle as a loaner (see the following review), you'll want to maximize this experience. And there's nothing like a convertible to give you the full sensation of touring on the open road. The wind, the sun, the unrestricted exposure to the sights, sounds, and aromas of the surrounding countryside or coastline -- these are delights that a coup simply fails to deliver. You can even enjoy all this at freeway speeds while having a quiet conversation if you also get the optional wind deflector. For those who enjoy speed more than scenery, note that the acceleration in the convertible will not be as dramatic as in the coup due to the latter's lower weight.

BMW makes this experience safer than that with most other makes by adding pop-up roll bars and by reinforcing the convertible's frame, with a resulting weight gain of over 300 lb. as compared to the coup. This reinforcement is essential to compensate for the structural support which is lost with the removal of a steel roof. The Mustang convertible actually weights less than the coup, which is a serious hidden safety flaw, along with the lack of pop-up roll bars. BMW compensates for the convertible's weight gain by increasing the size of the rear brake discs, another detail many other manufacturers would likely choose to ignore.

Regarding the wind noise in the convertible (with top up) versus the coup, we've been very impressed with how quiet it is. Of course our loaner coup was quieter overall, but the difference isn't significant or bothersome unless silence is a key issue for you. The low profile, excellent aerodynamics, tight roof seals and three layers of fabric make this vehicle's interior quieter than most other manufacturer's hardtop models. One example of how well the roof seals are configured: every time a door is opened and closed when the top's up, the window is automatically lowered and raised a fraction of an inch to assure a tight fit.

The power roof mechanism is a technological marvel that completes its cycle in less than 25 seconds and requires no manual adjustment whatsoever. If you need more trunk space when the top's up, you simply move a barrier to get it. This mechanism also prevents the top from being accidentally lowered onto your stuff.

Unfortunately the convertible doesn't have the side-head airbags that come with its hardtops (although it does have side-chest bags). We struggled with this one, and have rationalized that the absence of vision-blocking B and C pillars in the top-down position can be a significant compensating safety feature. Hmmm, . . .perhaps it's better to admit that this was an explicit fun vs. safety trade-off that we made. Vision in the convertible is actually more limited when the top's up, due to a larger C pillar space than in the coup.

Be aware that the convertible, because of the absence of the top's structural steel support, will be a little more jostled by bumps than the hardtop. We haven't noticed this difference on California's fairly decent roads, but bad conditions in places like the Northeast, along with the inclement weather, may make the coup a better choice. The optional metal top won't compensate for the coup's structural integrity.

Lastly, a word about aesthetics: we think the convertible looks a lot better than the coup, particularly around the backside and especially when the top is down. Also, the convertible's seating position is several inches closer to the road than the coup's, further enhancing the sports car feel of the vehicle.

Why an automatic transmission?

This car was intended as her birthday present, and she (along with most women) prefers an automatic. The delightful thing about this transmission, though, is that it can be both manual and automatic without the hassle of a clutch pedal. Not satisfactory for a serious sport driver, but good enough for us both. I tend to put it in sport auto mode most of the time, and switch to manual on winding country roads.

Why the sport package?

The sport steering wheel is definitely more fun to handle than the standard one that we have on our X5. The suspension is more lively than on the standard model, which shows the bumps on the road a little more (but not unpleasantly) and is much better with cornering. This is what having a BMW is all about, so get the sport package in this vehicle. We avoided it in the X5 due to the larger size and thus harsher effect, but consider it essential with this model. Lastly, the wheels that come with this package look much better.

Why the premium package?

The performance of the Harmon Karden sound system is excellent, and the ease of use of the power seats with three pre-sets (that can be set to each driver's key) makes them worth the extra money.

Why heated seats?

This is an vital feature for a convertible if you're planning to drive it topless on cold winter days. These seats make such an excursion a delight in the extreme! The variable heat output is so high that you can actually set them to slowly roast you. You can also independently set the heat level on the upper vents, another essential for convertible winter driving.

Why xenon lights?

These substantially improve peripheral road visibility as compared to our non-xenon X5. Get them as an important safety feature -- you won't regret it.

Why the wind deflector?

This optional folding screen costs $430 and attaches in two places to existing holes in the rear seat area. The two rear attachments are made when the top is opened and then closed over two tabs, which prevents theft of the device. The screen is then raised so that it prevents wind from back-flowing into the rear space and against the front driver's and passenger's heads. Without this screen your hair will be a mess and you'll be essentially deaf at freeway speeds. With it you can have a quiet, calm conversation at 70 mph while topless, with your hair barely jostled. Simply fold the screen down and it's out of the way, or easily fold it up & put it in the trunk if you have two more passengers

Et Cetera

There's of course much more to say about this wonderful car, which we did when we wrote the review that follows . . .

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Seven Days in Driver's Heaven (review of the coup, written in July 2001)

We had this car for seven days as a loaner while our X5 was in the shop. We had never even looked at it when we were shopping for the X5 last December, as we considered it too small to meet our concerns about safety and utility. However, our experience with this car has shaken all of our assumptions right down to their foundations. (Hmmm. Perhaps this is a new BMW sales technique . . .)

The WOW!!! factor

You will have no idea about how amazing this car is until you drive it for an extended period, and especially on winding roads. We logged over 800 miles, including a long drive in the Santa Cruz Mountains and a ride up the north California coast on Highway 1 from Stinson Beach to Fort Ross. When conditions were safe we pushed it to extremes, accelerating into turns and hitting hairpins at speeds that would likely have spun out our X5 or even the Porsche that I once owned. In all cases the 330i felt practically cemented to the road, never even coming close to fishtailing or otherwise losing control. This car's maneuverability and stability have compelled us to re-think the importance of active versus passive safety, the latter which we've been biased toward in our previous reviews.

Ergonomics

The first impression is that a big person is going to feel cramped in this car. I'm 6' tall and weigh almost 200 lb, and gravitate toward larger vehicles for this reason. However, the 330i's driver seat easily accommodates my frame with room to spare. Not much however, as there's only about an inch or so between my head and the roof. The foot room is also sufficient, again also by a small margin. The front cupholders can actually hold two full-size cups, unlike those in the X5. The primary disadvantage of the 330i in this category is the rearview mirror, which gets in the way of a larger driver's view of the road ahead. However, this minor annoyance gradually becomes less noticeable as the mileage accrues.

The most significant ergonomic difference between the two vehicles is the driver position above the road. The 330i driver rides even lower than one in a standard small sedan. The greater height gives the X5 driver a more commanding front view, but the 330i's better rear & side views and smaller profile more than compensate. There's more margin for error in maneuvering, and a much greater awareness of vehicles in side lanes. Lastly, having the road so close to you gives you a greater sensation of movement, making you much more aware of each action that you take with the car. Purely from the perspective of driver aesthetics, this is a real enhancement of driver pleasure over the X5.

A minor ding against the 330i is that a tall person has to work harder to get in and out of it due to its low-slung position, unlike with the X5. Again, this becomes less of a concern over time.

Maneuverability

We had been impressed with the X5's ability to corner and grip the road, but we had no idea that the 330i could be better to such a greater degree. The first thing that one is aware of is how much easier the 330i's steering wheel is to turn, with virtually no resistance. The response to each movement is immediate and precise, a significant contrast to the X5's somewhat "porcine" (per Car & Driver) steering wheel dynamics.

Both vehicles have electronic traction and stability control, which appears to make a real difference in their handling. However, the 1,300 lb. difference in weight, and the laws of physics, dictate that the 330i is going to out-perform the X5 on road maneuvers. What's impressive is the extent to which the 330i seems to go beyond even this advantage, leaving one with the impression that it's clawing into the asphalt on its way around fast sharp turns.

The smallness of the 330i has the added advantage of giving one an extra margin of road space, and thus greater forgiveness of errors, when making those fast turns. The X5, on the other hand, taking up more of the road with its greater girth, leaves less room for mistakes with each action the driver takes. Add this to its much greater size and you have a vehicle that not only must go much slower, but which provides less active safety as it does so. The 330i's handling makes you feel as if you could easily zip your way around any collision threat or road obstacle, a sensation that you don't get in the X5.

Braking is excellent as with all BMWs, with big discs and pads on all four wheels. Our car stopped on a dime, and appeared to have a braking capability that substantially beat the X5's. However, looking up the specifications in Consumerreports.org, there's only a four foot stopping difference between the two -- 131 vs 135 feet for the X5. This is no doubt attributable to the gargantuan discs and pads on the latter.

Lastly, an evaluation of parking ability should be included in this section. As with any SUV of size, parking is a challenge. The X5 is no exception, and its poor side and rear visibility don't help matters. The 330i is a cinch to park, making it our car of choice for city driving.

Ride

Both vehicles are exemplars of the philosophy of BMW, whose motto is that "A suspension should be like a good friend, always telling you the truth" about road conditions. If you like a suspension that smooths out the road, you're getting this at the expense of solid cornering and maneuvering. Most Japanese and American models make this trade, but BMW doesn't. The result is two vehicles that are remarkably more stable around corners than all others in their respective classes.

This advantage will not be apparent to the person who casually test-drives these cars on city streets and highways. We did not fully appreciate our X5's abilities until we took it on mountain roads, and we were completely awestruck by the 330i as described in the previous section. In both cars we were always made aware of road conditions by the suspensions. Every bump is accurately registered for the driver to acknowledge and respond to accordingly, which still results in a pleasant ride. The 330i provides smoother travel than the X5, a difference more likely due to the weight difference than to the suspensions.

In both cases the vehicles are extremely quiet, with the 330i being more so due to its smaller profile and thus lower wind resistance. Again, you get more of a "rush" with movement in the 330i due to its closeness to the road, which adds to the overall pleasure of the ride.

Acceleration

In a word, WOW! It's got the same engine as our X5 3.0i, yet has 1,300 fewer pounds to haul around. This is a recipe for sudden velocity changes that can cause whiplashes if you're not prepared for them. There's so much power here that the "Car Talk" radio show's Tommy has launched a campaign against exposing "testosterone-poisoned youths" to overpowered cars such as this one (as well as BMW's similar M3 and Roadster models).

He'probably right. You could get along just fine with the 325i for all situations requiring emergency power. But if you're looking for the ultimate driving machine, the extra horses are worth the added expense. It's mind boggling to experience the power that the 330 offers on the open road in situations like passes and lane changes. A word of caution: us middle-aged adults are just as susceptible as the kiddies to the "poisoning" that Tommy worries about. It takes a lot of discipline and restraint to responsibly drive a steroidal vehicle like this one.

Transmission

The Steptronic transmission was in the 330i as well as our X5. This transmission is actually three in one, with settings to allow the driver to drive in either automatic, sport-automatic (higher engine revs w/ shifts), or manual. I suppose that there are performance trade-offs versus a full-manual transmission, but the increased versatility and ease of use more than makes up for this in our experience. Clutch pedal-free driving is just too comfortable and pleasureable to ever want a manual again. This transmission allows one to simply push the stick up or down to shift, and protects you from ruining the engine by cutting off before you go too heavily into the redline. It also automatically downshifts at around 600 rpm whenever you forget to do so.

The 330i's performance begs you to switch to manual mode, especially on mountain roads. It's a little delayed-acting versus a manual, but once you get used to the pause you can time your shifts to fit appropriately with each driving maneuver. After a while I found myself reflexively switching to manual whenever the road conditions got interesting.

Active Safety

Taking up less space and being able to zip around more effectively are significant active safety advantages of the 330i, perhaps even outweighing the X5's passive safety advantages described in the next section. Significant driving time in the two vehicles has left this author with the impression that he could maneuver his way out of almost any roadway threat in the 330i. This may be a feeling of overconfidence . . . but, then again, so also might be the feeling of invincibility that one gets in an armor-plated SUV like the X5. Crash statistics indicate that multiple vehicle accidents -- where the latter have the advantage -- are less likely than single vehicle ones. In solo crashes, the bigger your vehicle is, the more devastating the result when it hits that tree or roadside barrier.

Passive Safety

Both vehlcles have been designated as "Best Picks" by the Insurance Institute for Highway Safety (IIHS), as a result of their performance in 40 mph frontal offset crash tests. The X5's injury measures and overall performance are much better, and this difference is amplified by the fact that it's a much larger vehicle. What this means is that if the two were to tangle on the open road, the X5 would come out of the collision in much better shape. Lastly per IIHS the X5 is not only the "Best Pick" for midsize SUVs, it is the best vehicle ever tested by them.

The situation for side collisions is similar. Although both have side chest and head airbags, the X5's door is literally armor-plated in comparison to the 330i's. Anyone shopping these vehicles in showrooms should comparatively swing the doors a few times, and notice the extreme difference in weight that is felt.

Something should also be said here about crash compatibility. Spending time in the 330i significantly raises one's awareness of the outrageousness of high front-bumper SUVs such as the Expedition, Durango, Suburban, and most pickups. Unlike the X5's lower bumpers, these ride just about level with your chest as you idle next to them at a stoplight. It doesn't take a lot of imagination to picture that soccer mom (or dad) yakking away at a cell phone in their Expedition as they inadvertently hurtle toward you through a red light at an intersection. We actually saw someone do this, complete with phone. Miraculously, no one was hit. There oughta be a law against high front bumpers . . .and cell phone driving.

Winter Performance?

Better get the 330xi with all-wheel drive if you have substantial snow or rain where you live. Although we couldn't find any of such to drive on in June, we'll take Tommy's word for it when he says that "It absolutely stinks in the snow." (http://cartalk.cars.com/Info/Testdrive/Reviews/bmw-328is-1999.html)

Off-roading?

Not. On the occasions when we went off the Coast Highway to park and admire the view, we had to worry each time about whether we'd hit the undercarriage on something. The absence of four wheel drive and four inches of ground clearance render the car undesirable for going anywhere off-road.

The Bottom Line

All things considered, we'd still keep our X5, as much as we like the 330i. It's roomier inside, can tow our camping trailer, has a commanding frontal road view, provides solid protection against crashes, and can go places that the 330i wouldn't dare to.

However, this is an ideal car for sun-belt city driving and fair weather touring. We're seriously thinking about it as a purchase for use as our second vehicle, although we'd want to do more research before buying. Some early investigation has revealed that this car is Consumer Reports' top-rated Sports Sedan, and for nine consecutive years it has been designated as one of Car and Driver's Ten Best cars.
Amount Paid (US$): 46,850
Condition: New
Model Year: 2002
Model and Options: premium, sport, xenons, heated seats