2016 BMW 340i

Here’s how we see it: BMW tempered the driving character of the current 3-series in its quest for a broader audience. We’ve been vocal about this, and BMW has been listening. But maybe not closely enough. While a host of updates address some of our gripes and improve the car’s performance, the 3’s previously sublime tactility—that unquantifiable element that made these cars so engaging—remains muffled in this sixth-generation car.

The most obvious change for 2016 applies to the six-cylinder models, which are now badged 340i and feature BMW’s new B58 3.0-liter turbocharged inline-six. Along with producing 320 horsepower and 332 pound-feet of torque—increases of 20 and 32, respectively, over the previous N55 unit—the new engine emits a sonorous exhaust note reminiscent of BMW’s naturally aspirated mills.

Paired with a six-speed manual, the B58 engine shaved a few tenths off the zero-to-60-mph time of the last manual 335i we tested, returning a 4.8-second dash.

The refinements to the F30’s chassis are more modest and include stiffer front struts, retuned rear dampers, and new programming for the electrically assisted steering. The results are incremental: The ride is slightly more composed, and improved body control makes for flatter, steadier cornering.

Our test car also featured the 3’s newly available Track Handling package, which for $1700 adds BMW’s Variable Sport Steering, Adaptive M suspension, and M Sport brakes, as well as darkened 18-inch wheels wrapped with Michelin Pilot Super Sport summer tires. Overall grip is strong, maxing out at 0.91 g on the skidpad, and stops from 70 mph take just 159 feet.

Yet, despite the tweaks to the steering software, the updates do little to improve the feedback at the 3’s helm. The steering still lacks the positive on-center feel we want in a driver’s car—it’s video-game artificial for the first couple of degrees of input—and there’s only a small increase in effort as cornering loads rise. Further interfering with the 3’s fun factor is the manual transmission’s new standard automatic rev-matching feature, which works well but, frustratingly, can only be turned off by fully deactivating the stability-control system.

The rest of the changes, including subtle fascia and lighting touches and various new trim pieces throughout the cabin, require a keen eye to spot. While prices increase marginally on four-cylinder models, the 340i costs about two grand more than the 2015 335i, at $46,795 to start. And with the Track Handling hardware and several other optional packages, our test car’s sticker quickly ballooned to $58,420.

The new 3-series’ mid-cycle updates make a good car a little better, but they’re not transformative. This generation of 3-series still lacks the rewarding sense of driver involvement that helped earn its predecessors 23 10Best trophies since 1992. Knowing its record, we can’t help but miss its defining characteristic.