BMW's new baby, the 1-Series, will be launched here next month, but a much more important new model waits in the wings. The all-new 3-Series, bedrock of BMW's business and its most successful model of all time, will roll into showrooms next summer.
As well as saloon, estate, cabriolet and coupé versions, there are suggestions that the new 3-Series may provide the basis for a compact five-seat MPV, as part of BMW's "space functional concept".
The mechanical package is also likely to feature in replacements for the Z4 and X3, so it's vital that the Bavarian marque gets this car right.
Our spy shots make it clear that this is a less extreme rendition of BMW's new look. The reason is simple. The 3-Series is BMW's cornerstone - last year 528,258 were sold accounting for 57 per cent of global sales. BMW knows it cannot afford to be too radical with this one.
"The basic form of the 3-Series is long-established," said recently promoted design director Chris Bangle. "It's the proportions that are important - we have worked hard at getting them right. We want to make a new statement."
The new 3-Series and 1-Series are to be built in high volumes. Insiders talk of combined numbers as high as 750,000 by 2007.
No figures are yet available, but the 3-Series will be bigger in every dimension, partly to distance it from the 1-Series. The changes will allow the 3-Series to move half a class upmarket in both size and price.
The 3-Series has always been good for BMW in terms of spinning off different bodystyles from one model.
Already confirmed are the saloon (E90) and Touring estate (E91), together with a sportier coupé (E92) and a cabriolet (E93), both of which will be called 4-Series. In future BMW saloons and hatchbacks will have odd numbers, while sporty two-door models will have even numbers.
The 3-Series has traditionally trumped rivals with fine handling, so the heat is on BMW to get the dynamics right again. The starting point is a new rear-drive platform, key parts of it shared with the 1-series. It gets a longer wheelbase and wider tracks than the structure underpinning today's 3-Series.
As with all BMWs, great attention has been paid to achieving an optimal 50:50 front-to-rear weight distribution. The engine is longitudinally mounted a long way back in the engine bay, with the battery under the boot floor.
Such natural balance, says BMW research and development boss Burkhard Goeschel, is the key to agile BMW handling - a trait the new 3-Series badly needs to counter the facelifted Mercedes C-class and a heavily reworked Audi A4 due out later this year.
Other developments include a revised MacPherson strut front suspension and a complex five-link trapezoidal set-up made primarily of steel replaces the old four-link arrangement.
All models should have switchable stability control (DSC), electronic differential locks (EBD) and brake control (DBC).
Like other recent BMWs, the car will be shod with run-flat tyres. BMW is working with tyre partners to eliminate the bobbly ride of early run-flat tyres.
Despite recent moves towards electrically assisted power steering, the 3-Series is almost certain to retain hydraulic assistance in the interests of feel and precision. Active Steering (AS) will be offered as an option.
In terms of power, ine petrol and diesel powerplants in the new line-up.
Kicking off proceedings will be the British-built 1.8-litre petrol engine used in the existing range. It will be joined over time by a trio of lightweight in-line six-cylinder units from BMW's advanced NG6 line-up. They will continue in 2.2-, 2.5- and 3-litre guises. All will bring modest power and efficiency gains over current engines. The 330i, for instance, will deliver 12 per cent more power than the current engine at 255bhp.
Booming diesel sales mean, the new car will be offered with five oil-burners. Sizes include 1.8- and 2-litre fours, plus 2.5- and 3-litre in-line sixes.
The top turbodiesel will be a new 335d running the excellent twin-turbo 3-litre. With 268bhp and a colossal 560 Nm of torque, it promises to match even the most powerful petrol variants.
Munich insiders hint at a 0-62mph time of "around six seconds" and a top speed of 155mph. Transmission choices will include six-speed manual, with both traditional and clutchless sequential shifting versions, and an optional six-speed automatic.
Cabin design is more conservative than of late. Expect a mix of 1- and 5-series themes. Standard equipment will be relatively miserly on lower models, but even so, most cars should come with air-con, electric windows and full airbags suite.
The new model will be produced initially in Regensburg, Germany, from this time next year. Later a new plant in Leipzig, as well as BMW's South African plant, will come on stream.
The 3-Series saloon is expected to make its debut at the Geneva Motor Show in March, with Irish sales starting six months later. Prices are likely to creep up to create a gap from the 1-Series. Our best estimate is a starting price of just under €40,000 for the base model.