BMW may well have invented the segment in which the 3 Series competes, but 37 years on and six generations later, competition for the top spot in the compact saloon market has never been fiercer.
While the launch of a new BMW 3 Series has always been a highly anticipated affair, a combination of prevailing factors, including a financially driven trend towards executive downsizing, the quest for increased efficiency and lower emissions and, of course, the fact that the other German brands keep raising their game, has seen increased pressure on this Munich-based manufacturer to produce the goods with its latest (F30) 3 Series.
It’s ironic that, in a time when many potential 5 Series buyers are looking to downsize, the latest Three has grown to around the size of the second-generation 5 Series (E28). The Three does manage to hide its larger dimensions (including a 93 mm gain in overall length and 50 mm in wheelbase) behind a sleek new design, however, and most testers felt the new car’s lines, including all-new headlamp treatment and a 5 Series-inspired rear, successfully move this model into a new era while remaining true to its heritage. As with most evolutionary designs, many of the changes are most clearly visible when viewing the new model alongside the outgoing version and, indeed, this same test holds true for the F30 3 Series.
One of the areas in which BMW received criticism in the past, and potentially lost ground to Mercedes-Benz and Audi, was in the quality, fit and feel of its interiors. We noted on the 1 Series (tested in the February 2012 issue) that the carmaker had taken steps to improve, if anything, its levels of perceived quality, and on the latest 3 Series there are further signs that careful attention has been paid to this area of the car. Though some felt that the new facia design was bordering on fussy, there can be no denying that there is an upmarket ambience to the new car’s cabin. We are pleased that there is an “old-fashioned” manual handbrake lever neatly integrated into the centre console. Another neat and welcome touch is a large (surely class-leading) and modern-looking flat-screen information display positioned high on the dash. New to the 3 Series range is a choice of three designer lines and, while no official name is given to the standard specification, Modern, Sport, or Luxury Line options allow owners to theme their cars to suit to their lifestyles. According to the line chosen (Modern in the case of our test unit), the look and feel of trim items, including the grille, alloy wheels, facia, seats, steering wheel and even the key fob are themed accordingly.
With all the optional equipment fitted to our test car (a total of no less than R146 000) we were slightly surprised to find manual front-seat-adjustment levers, but were grateful nevertheless for the amount of adjustment, including height, on offer from both the seats and steering column. There’s more good news in the rear of the new 3; although the actual measurement gains may seem small (15 mm of leg- and 8 mm of headroom), rear passengers are more comfortable than in the E90.
It couldn’t have been an easy decision by BMW to move away from its tried, tested and award winning straight-six powerplant (now reserved exclusively for the 335i), but it was perhaps an inevitable step considering the worldwide focus on maximising efficiency and lowering emissions. Two cylinders may have been chopped from the lineup but, thankfully, direct-injection, twin-scroll turbocharging, variable camshaft timing and valvetronic variable-valve-timing technology remain in place. In the new 328i, the combination of these clever functions, together with a lightweight 1 997 cm3 engine, delivers 180 kW of power at 5 000 r/min, with 350 N.m of torque (35 N.m more than the outgoing 330i) available from an impressively low 1 250 r/min.
A choice of either six-speed manual or new eight-speed automatic transmissions is available in the new 328i and, like in the case of our test unit, the latter option can be upgraded to a Sports variety. Ticking this box affords you steering wheel-mounted paddles, as well as a more aggressive shift characteristic from this otherwise very slick and unobtrusive transmission.
Standard throughout the new 3 Series range is BMW’s Driving Experience Control. The rocker switch positioned alongside the gear selection lever allows the driver to choose between four setup modes (comfort, sport, sport+ and eco pro). Each mode changes engine and electro-mechanical steering mapping, throttle sensitivity and the traction-control threshold to suit driving conditions and the driver’s mood.
The obvious advantage of having eight forward cogs and two fewer cylinders is that this new engine returns vastly improved fuel consumption compared with the unit it replaces. Our calculated index reads 7,56 litres/100 km on a combined cycle, while our fuel route figure wasn’t far off this at 7,7 litres/100 km. Compare this with a figure of 10,8 litres/100 km on the outgoing 330i and the decision to downsize –particularly with technology on board that helps to make this new engine just as punchy as the old 330i – appears to make sense.
The downside to this decision, however, is that there is simply no way for a four-pot engine to successfully replicate the alluring straight-six exhaust note that aficionados love. In fact, this was one of the first things that all the testers commented on. Although the four-cylinder engine delivers an admirably refined performance once on the move, there can be no denying, particularly at idle, that some of the much-sought after smoothness of the six-pot has been lost in translation.
Another trait of the outgoing 3 that is (in this case, thankfully) missing from the new car is the much-maligned firm ride quality – often blamed on the standard-fitment runflat tyres. While this get-home-safe rubber is still fitted throughout the new 3 Series range, improvements in the makeup of these tyres, including more compliant sidewall construction, together with further refinement of the 3’s proven suspension arrangement (MacPherson struts up front and multi-link at the rear) has all but transformed the ride quality of BMW’s top-selling compact saloon. Even with optional Adaptive M running gear (including a 10 mm lower ride height) and the 18-inch alloy wheels fitted as part of the Modern Line, the test unit soaked up everyday bumps and ruts with almost all the composure of – whisper it – a Mercedes-Benz C-Class. Indeed, with the Three’s stiffer (50 per cent) yet lighter body, together with slightly over-assisted electromechanical power steering, there’s a welcome lightness and ease-of-use to the overall driving experience.
Combine the improved everyday comfort with BMW’s traditional selling point – the dynamic ability afforded it by its optimal 50:50 weight distribution and rear-wheel-drive layout, and the new 3 certainly looks to have
levelled, if not slightly tipped, the playing field in terms of the best balance between ride and handling characteristics. Our 328i test unit proved unflappable and perfectly poised even when provoked and, although fans of tail-happy driving may be disappointed at the news, this saloon offers a near-perfect combination of everyday comfort and confidence-inspiring hard cornering prowess.
TEST SUMMARY
While BMW may not be doing itself any favours by badging this model with the same designation as its six-cylinder predecessors, there is no doubt that the loss of the alluring engine note – and perhaps some refinement at idle – are the only quirks that fans of this Bavarian carmaker have to complain about with the latest 3 Series.
The two main criticisms levelled at the outgoing E90 3 Series, its harsh overall ride and below-par standards of interior fit and finish, have both been comprehensively improved in the new car. The fact that the fourpot manages to deliver similar levels of performance, yet with vastly improved efficiency, is quite a feat and should more than compensate for any loss of aural stimulation.
Had the 3 Series been on sale when we voted for this year’s Top 12 Best Buys, it would have given the C-Class a run for its money as the best compact executive saloon. To answer the question we posed on the cover: Yes, it’s certainly good enough.