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BMW fans can only be thankful that BMW didn’t botch the styling of its new, early 2006 3-Series sedan by

tacking on a bulky rear end and adding bizarre styling touches that it has given new-generation models in the past few years. The compact, iconic 3-Series 4-door replaces the 1999-2005 version. The 3-Series long has been the automaker’s top seller

and is widely considered the standard for small sporty sedans, although models such as the new Audi A3 are a definite threat.

The long-awaited new sedan is the fifth generation 3-Series model. Some folks won’t be jazzed by its heftier appearance, but it’s faster, larger and roomier, with more standard features and prices that remain reasonable.

The heritage of the 3-Series goes back to the small, sporty 1600 and 2002 four-seaters that arrived herein the late 1960s. The first 3-Series was sent to America in 1977, and when it comes to sportiness or prestige, nothing has been able to touch a 3-Series sedan.

The 3-Series currently is sold only as a rear-wheel-drive sedan. A station wagon version arrives this fall with all-wheel drive—a feature that also will be offered for the sedan. Coupe and convertible 3-Series versions debut next year as 2007 models and carry their current design until then.

A sizzling hot rod M3 version will be offered in 2007.

The new 3-Series sedan technically remains a compact car, although it’s 2.2 inches longer, 3 inches wider and nearly an inch taller, with a wider track and a wheelbase increased by 1.4 inches.

The redesigned model is more tightly built than its predecessor, which was pretty good in that regard. The main benefit of the 2006 up sizing is more rear leg room. Two tall adults fit comfortably in back, which was never the case with earlier 3-Series cars. However, the center of the rear seat is stiff, so it’s best to fold down the center rear armrest and use the cup-holders that pop from its leading edge.

The front seat area offers decent room for tall occupants, but there isn’t much space to spare up there. Front doors have storage pockets, but the glove compartment is a joke and the center console cargo bin doesn’t hold much.

The new sedan is up to 88 pounds heavier, but horsepower of its butter-smooth new 3.0-liter inline 6-cylinder engine has been upped from 184 to 215 in the base $30,300 trim level and from 225 to 255 in the higher-line 330i version, which lists at $36,300. The new sedan is fast with either engine, which delivers an estimated 20-21 mpg in the city and 29-30 on the highway.

For instance, starting my test car’s engine called for inserting a small plastic fob in a dashboard slot and pushing a button to start the engine. I also had to push the button to stop the engine and then pull out the fob.

Why not just start and stop the engine by turning a regular ignition key? If memory serves, you started the engines of really old Fords with a dashboard button. The standard transmission is a slick 6-speed manual, which allows the most driving fun—or at least the most driving involvement.

The new car has nearly perfect 50-50 weight distribution and was a kick to drive even without the manual gearbox. All that thanks to a superb chassis and BMW’s legendary intuitive steering which was rather heavy, but not objectionably so. The ride occasionally got choppy even on fairly smooth freeways, despite the improved standard suspension. It might have been worse with the Sport Package’s firmer suspension and wider tires, which have narrower sidewalls that don’t absorb road shocks very well.

BMW’s infamous, overly complicated iDrive system is too much of a pain to use when driving. The new 3-Series sedan is clearly better than its predecessor. It continues to provide one of the best small sedan driving experiences, but no longer has a stranglehold on the small sports sedan market.