BMW 330i 2015 Review

BMW's current (sixth) generation 3 Series, designated F30, first launched in 2011, is often dubbed the original 'ultimate driving machine' by its maker.

But the mainstay of the Bavarian brand is under siege… Steven Segal take note.

The Mercedes-Benz C-Class is the new darling of the mid-size luxury car segment, winning countless awards and setting the sales charts alight. The just-launched Jaguar XE is proving to be a formidable athlete and the next Audi A4, due in February, is an absolute cracker.

But BMW is confident this mid-life update for the BMW 3 Series will keep the purists happy -- and bring new buyers to the brand, particularly with the return of the 318i for under $55K. That particular model will be powered by a three-cylinder turbo-petrol engine, the first of its type in this class… But it won't arrive until closer to Christmas.

While the new 3 Series range will kick off under that magic mark, we spent most of the Aussie launch drive in the $69,990 330i, which BMW predicts will be the top-seller in the range. This variant comes with lots of goodies including 19-inch alloy wheels, leather upholstery, an 8.8-inch widescreen high-res infotainment (iDrive) system with 20Gb hard drive, plus keyless entry and push button engine start.

That's on top of standard features across the entire 3 Series range, such as a full colour heads-up display, land change warning, LED headlights, satellite navigation with an impressive real time traffic info system, ConnectedDrive internet (including SIM card and three-year data subscription), and reversing and 360-degree surround-view camera systems to reduce parking and driveway stress.

Suffice to say it's rather smartly equipped and hits a sweet spot for luxury, performance and efficiency. Despite its 330i label there’s no 3.0-litre six under the bonnet. Instead as the replacement for the 328i, it packs a punchy 2.0-litre turbo-petrol engine with 185kW and 350Nm.

BMW claims the 330i sprints from 0-100km/h in 5.8sec and although throttle response felt a little laggy from standstill on a couple of occasions, it generally moves with purpose. The feisty engine sounds great too -- with the turbine whirr of a jet as it revs towards its 6500rpm redline.

The four’s 350Nm is delivered across a wide band (1450-4800rpm), giving it impressive flexibility once moving. It's also a fairly quiet cruiser and efficient too, BMW claiming 5.8L/100km in the normal mandated Combined cycle testing.

This author used closer to 9.0L/100km (based on trip computer readings) but considering the shellacking it copped on a selection of beautifully curving roads between Byron Bay and Armidale in NSW (with plenty of gearbox paddle shifting going on) that's not a bad outcome.

Speaking of cog-swappers, all models come standard with a conventional eight-speed automatic transmission from ZF, and it's a charmer. It affords quiet, smooth shifts at pedestrian speeds but snaps through the ratios with the rapidity of a Chuck Norris multi spin-kick assault.

Manual shifts via the paddles or gearstick are satisfyingly prompt and together with retuned suspension and steering, the updated 3 Series punches out of corners with more resolve than previously. But it ain't the untouchable corner carver it once was.

The steering, while improved, lacks the finesse and feedback of the Jaguar XE, but that's not to say the 3 Series isn't involving. All models except the entry-level 318i are fitted with new – and adjustable – dampers.

In 'sports' mode the BMW 330i can be a lot of fun. Despite its relatively hefty 1545kg, it tips into corners keenly, tracks through them surely and punches out of them with gusto. The brakes are rock solid and changes in direction through chicanery don't trouble the car either. There’s very little body roll to speak of.

The only weak point in the chassis is when things get rough. On perfect road surfaces it's incredible, slicing through corners like a hot knife through butter. But on 19-inch run-flat tyres, the 3 Series can lose its composure when things get bumpy.

It wasn't too bad in the 330i but assessing the performance threshold in the faster, heavier, more expensive 340i ($89,900) is hard work. Sweaty-palmed and not entirely confidence-inspiring, it feels too firm in sports mode. Although blisteringly quick point-to-point, it wasn't as satisfying as I'd hoped.

The stability control is great though. Working hard but never intrusive, it allows the driver to keep pushing through corners while keeping things neat and tidy. And it allows a little bit of, um, 'give' shall we say.

Indeed, the 340i with its stonking new 3.0-litre, six-cylinder turbo-petrol engine, complete with water-to-air intercooler, is an absolute weapon. Even in a straight line, from 80km/h the traction control light bleeps on when nailing the throttle to overtake.

BMW insists it pumps out 240kW and 450Nm. It feels more like 280kW and 550Nm. It's nuts!

Considerably more potent than the 335i it replaces, the 340i accelerates from 0-100km/h in 5.1sec, and there's just so much torque across a wide band with virtually no turbo lag.

Just boost… Endless, glorious boost…

When driven sedately, and with the suspension in 'comfort' mode, the 3 Series has better ride comfort than previous models (without adaptive dampers) but it doesn't feel like the cushiest car in its class. Tyre roar with 19-inch run flat tyres on coarse chip roads can also be intrusive – see the in-car shots in our video for evidence.

While the new Audi A4 due in February 2016 and new(ish) Benz C-Class leave the BMW's interior design behind, the 3 Series cabin is still ergonomically sound, with all the controls tilted towards the driver, and finished with high quality materials. The large infotainment screen looks good and the controls (from the stylised gear shifter to the iDrive controller) work well.

The instrument panel’s trip computer screen between the two analogue dials looks dated, however.

All models come with ConnectedDrive that offers news, weather, Google search and other online functionality. It's still in its infancy but my brief meddling uncovered some neat features, like the car's ability to read out news or sport headlines.

The updated BMW 3 Series is 4633mm long, almost 100mm shorter than the new-generation Audi A4, and you notice it in the back seat where leg room is adequate rather than expansive. Jean-Claude Van Damme's petite frame would fit fine, but anyone over 180cm may not be so happy.

The deep 480 litre boot swallows a trio of hand luggage cases and laptop bags easily and 40:20:40 split and folding rear seat backrests add loading flexibility when required.

And then there's the new look… Or lack thereof. Subtle changes to the bigger (now LED) headlights are welcome, as are the chunkier brake lights, but only anoraks will spot the difference in the spa and resort car park.

That said, the new 330i Touring (read: wagon) variant is an absolute hottie with the M Sport body kit fitted. Well worth the extra $3400.

In answer to the question posited at that beginning of this yarn, pondering whether the updated 3 Series is still the benchmark, my conclusion is 'not really'. It's now got more power, uses less fuel and has more gadgetry as standard and remains a decent drive, but the fact of the matter is the competition has moved the game on.