BMW 320i Sport 2012 Review

Price Guide (recommended price before statutory and delivery charges): $56,400 (318d), $57,600
Options fitted (not included in above price): Sunroof $2245 (318d & 320i), Navigation System Business $1538 (318d & 320i), Sport Line option pack $3152 (320i only) and metallic paint $1415 (320i only)
Crash rating: Five-star (Euro NCAP)
Fuel: Diesel (318d), 95 RON (320i)
Claimed fuel economy (L/100km): 4.5 (318d), 6.0 (320i)
CO2 emissions (g/km): 118 (318d), 141 (320i)
Also consider: Lexus IS 250, Mercedes-Benz C 250 CDI BlueEfficiency

Fresh from eviscerating its rivals in our compact prestige sedan comparison, the F30 generation of BMW's 3 Series is proving a hard act to follow. Not that the new class leader's competitors have any choice but to...

The car in that comparo was the 328i, but motoring.com.au has also recently tested two downmarket flavours of the 3 Series – the 318d and the 320i. One, the 318d, is powered by an efficient four-cylinder turbodiesel, whereas the 320i is a petrol-engined four-cylinder with the same 2.0-litre displacement and architecture as the 328i. BMW expects that the 318d will be the volume-selling variant in the range, displacing the former top-selling car, which was the 320i.

Both cars on test were similar in the broad-brush basics, but surprisingly far apart in the actual driving. The 320i felt more like a traditional BMW, willing to rev and maintaining a serene ambience in the cabin even when the car was being handed a flogging. In contrast the 318d was a bit gruffer, but offered torque and driveability much easier to tap.

The diesel exhibited negligible turbo lag. Just tramping it from launch drew out a hint of tyre squeal even on dry bitumen. It's a good engine that pulls hard all the way to redline, but for best results it changed up faster when the driver shifted manually. Left to its own devices, the diesel 3 Series hovered around the redline before the transmission chose the next gear up. It anticipated the driver backing off for a corner just as the transmission would have otherwise elected to change up a gear.

In other words, even in Drive there was some engine braking available without manually shifting. The downside of that is the upshift for acceleration took place sooner if the driver told the car what to do, employing the sequential-shift facility.

Driven more sedately, the transmission was very smooth and capable. It didn't put a foot wrong during the week...

The diesel four was a bit noisier than some diesel-engined Volkswagen/Audi models we've driven, but the note was sportier and the driveline noise fell away at highway speeds, where a light rustling from the airstream predominated.

Fuel consumption for the week was 6.9L/100km, according to the trip computer – which also highlighted that the car's range was extended by 9.3km through judicious use of the EcoPro setting. On auto-start up the diesel was conspicuous, but not subject to the same level of vibration and rocking in its engine mounts previously encountered in a 118d with the same system.

The 318d's torque enabled higher gears up one steep hill near home, even with the cruise control set at 80km/h – the prevailing speed limit. In this regard, the BMW acquitted itself as well or better than locally-manufactured six-cylinder sedans we've driven over the same route.

The petrol 320i provided strong performance in the mid range and at higher revs. In direct contrast with the diesel it lacked the urge on launch, and needed the eight speeds of the automatic transmission to make the most of its power and torque characteristics. That said, it's ultimately more fun to drive than the diesel. Fuel use for the week was 9.1L/100km, according to the trip computer.

Ride comfort was quite decent and well controlled in both cars, as we learned from driving the 328i during our compact prestige five-car comparo. Body control was a benchmark for other cars to aspire to in this segment, and augmented by platform rigidity that is a hallmark of the new 3 Series. Steering response was razor-sharp and the handling was lively without feeling overwhelmed when the driver pushed harder.

Instruments were conventional in appearance, but very easy to read. Some have criticised the layout and design for looking bland and old fashioned. However, in this age of LCD, LED and fluoro combinations with all sorts of funky ergonomic design experimentation, the BMW setup just works.

The seats in both cars we found to be exceptionally supportive and the driving position was almost beyond reproach: handbrake where it should be, controls simple enough to find and use – and only the indicator stalk inappropriately located. While not everyone is a fan of the transmission shift lever, it was quite easy to use once the driver was familiar with it.

Our one concern was the manual seat adjustment, which was fine in itself, but 3 Series buyers might expect to have electric adjustment as a matter of course.

Another case – arguably – where both the 318d and the 320i in standard form were under-specced was the integration of smartphones. There was no problem with pairing a smartphone as such, but neither car offered audio streaming from the phone. Furthermore, to play music from an iPhone through the audio system required a USB lead supplied by BMW; the Apple lead that came with the phone isn’t recognised by the car.

For a car that was once considered small, the 3 Series has certainly grown up. Rear-seat accommodation, even with a sunroof, was about on par with other mid-size cars – and certainly more than adequate for most adults.

Boot space was not massive by comparison with some front-drive rivals in the market, but the BMWs' carrying capacity was pretty good given the rear-drive packaging. The boot lid was heavy to lift and the passenger doors required a determined push to close securely – almost a slam. But owners will get used to the doors and quickly learn just how much force to apply for a quiet but secure closing.

Both the 318d and the 320i are enjoyable cars to drive, with the petrol-engined variant just edging out the diesel for ultimate satisfaction. But the 318d is easier to drive and arguably more environmentally responsible for those less concerned about extracting as much fun as possible on the way to point B.