THE top brass at BMW is a brave bunch. Given the world’s response to the 5 Series GT, launching the 3 Series version is a daring gambit. The Munich giant very seldom gets it wrong, but it certainly did with the 5 Series derivative. Lambasted by the press and shunned by the public, the Quasimodo-esque car is one people point at for all the wrong reasons. Dynamically, of course, the 5 GT remains an excellent machine and, practically speaking, the extra headroom and rear hatch make a lot of sense. But it isn’t exactly a looker, is it?
The obvious question, then, is this: has BMW got it right with the 3 GT? The short answer is yes. How you get to that answer is a slightly more convoluted route.
Firstly, it’s not a GT. That nomenclature is for fast, low-slung, front-engined sportscars – gran turismos – originally intended to transport well-heeled patrons across European borders at indecent speeds. Look at the pictures; clearly the 3 Series GT is not that. It’s also not a station-wagon – the roofline is too high and it falls away too quickly. Neither is it an SUV; its profile is too coupé-ish and it has zero off-road ability.
So what is this pumped up and stretched 3-Series?
For one thing, it’s much better looking than the 5 GT. It’s also an interesting solution to the interior-space-versus-exterior-size trade-off. With the 3 Series GT, what you have is a compact-sedan-sized car with impressively large interior dimensions and a practical rear hatch. Thanks to a wheelbase that’s 110 mm longer than the 3 Series sedan’s, rear passengers benefit from 70 mm extra legroom. It’s also 20 mm wider, adding even further to interior space and comfort.
There’s also plenty of space in the boot – 336 dm3 – and the 60:40 rear seats fold flat to open up a sizable 1 200 dm3. And, thanks to the higher roofline, headroom is practically cavernous. That is particularly notable, especially considering the GT has a more elevated driving position than the sedan.
All this space is perhaps the most impressive feature of the GT. Whereas CAR’s team was divided on its looks, we were unanimous on the surprising amount of interior space afforded by the new shape. That said, it’s utility space lags behind the 3 Series Touring’s, which raises the question why BMW has decided to launch the GT rather than this station-wagon variant in South Africa.
Getting back to that opinion-dividing exterior: beyond the very evident silhouette, there are a few other far more subtle exterior signs that differentiate the GT from the sedan. Most noticeable are frameless windows, a set of side gills also seen on the new 4 Series (turn to page 36), the kidney grille is a little wider and the headlamps have a more purposeful squint. Overall, it might not be to everyone’s taste, but the shape is certainly more resolved than the 5 GT’s and the posterior definitely benefits from the optional 19-inch wheels. They visually reduce that large rump and are well worth a tick on the options list. Talking of the rear-end, you’ll use park-distance control a lot – rear vision past those heavy C-pillars isn’t great.
So, we’ll give the interior an unreserved thumbs up and the exterior a slightly more reserved one. What’s it like to drive then?
That 2,0-litre turbodiesel is perhaps the sweet spot in the 3 Series range, offering both impressive efficiency (especially given its bulk) of 6,4 litres/100 km on our fuel run and decent grunt with 135 kW and 380 N.m of torque. The one downside of BMW’s 2,0-litre diesel is that it sounds gruff, although this shouldn’t put you off. It’s by no means representative of any agricultural engineering underneath the hood; instead, it’s a gutsy motor that pulls strongly throughout the rev range.
Given the longer wheelbase and added weight, the handling isn’t quite the same as that of its sedan sibling. It feels less agile and even with the Driving Experience Control toggled to sport, the GT never feels as sharp as the sedan in similar mode. Although you can if you want to, with its high centre of gravity, the GT is not aimed at drivers who like chucking their cars into bends. That said, while you are aware of the car’s bulk during hard cornering, this is a highly accomplished chassis and it does offer plenty of grip once settled into a bend.
You’re best off keeping the GT in comfort mode, where it excels. The longer chassis might not be particularly nimble, but its length means the often-uneven surfaces of our roads are nicely smoothed out.
Another option worth con-sideration is the eight-speed automatic gearbox over the standard six-speed manual. It’s not only a sophisticated shifter that let’s you accelerate smoothly from low revs, but its long gears enhance the inherent fuel efficiency of the diesel motor.
Test Summary
So yes, BMW has gotten it right with the 3 Series GT. Mostly. The practicality its interior offers, the authoritative feel engendered by the driving position, the all-round ability of the turbodiesel engine and the long-legged, comfortable handling characteristics all make a compelling case.
What’s slightly more difficult to argue against is an echo of the 5 GT’s “what’s the point?” jibe. If it’s space you’re after, why not get a station-wagon or an SUV? Plus, the 320d GT is pricey. Our test car came with just about every conceivable extra, pushing the bill up to well over R600 000.
Perhaps the answer is this: with the GT, you get a car that offers most of the sedan’s excellent chassis dynamics with a lot of added space. It’s the family man’s 3 Series. Sure, you’re paying a premium for this, but with that coupé-meets-SUV shape, you’re also getting a car that has carved its own niche and there certainly is appeal in that kind of individuality.
Or perhaps the real reason is this slightly puzzled, but nonetheless accurate, observation from a CAR staffer: “I’m not sure how it all comes together, but somehow it does.”
