BMW M350 2027 Review

When it lands early next year, the M350 will be priced at $128,900 plus on-road costs. This will be the flagship combustion version of the new 3 Series until the arrival of a petrol version of the next M3.

The eighth-generation 3 Series will come to Australia with four initial variants: a rear-drive four-cylinder 320 ($83,900) and a pair of electric i3 models ($97K and $113K), both with all-wheel drive but with differing battery sizes, all sitting beneath the M350.

That makes for an awkward $45,000 gap between the two petrol models. Australians aren’t offered the 330 variant confirmed for the United States, despite the outgoing 330i being one of the finest all-rounders of its generation.

BMW engineers used the previous ‘G20’ 330i as an important development reference for the new ‘G50’ petrol 3 Series, but while the old 330i made 190kW/400Nm and could accelerate from 0-100km/h in 5.8 seconds, the new 320 produces 155kW/330Nm and requires a more leisurely 7.4sec.

As a result, the M350 makes a convincing case for enthusiasts prepared to spend more. Its turbocharged 3.0-litre straight-six petrol engine has gained a 48-volt mild-hybrid system, with a 13kW electric motor added to the ZF eight-speed automatic.

While it’s $9900 dearer than the old M340i, the new M350’s outputs of 326kW/580Nm are well up, and its 0-100km/h claim falls from 4.4sec to 4.1sec.

Among the M350’s closest rivals are the 270kW Audi S5 and the 310kW (but four-cylinder) Mercedes-AMG C43, both of which come in a little cheaper than the BMW.

But standard kit for the BMW in Australia is generous. Included are 20-inch M alloy wheels with staggered performance tyres, adaptive dampers, an electronically controlled M Sport rear differential, M Sport brakes, variable steering and extensive M Performance styling.

Australia’s M350 also packs yellow-glowing LED headlights, a fixed panoramic glass roof, power boot lid, full keyless entry (with app connectivity), tinted rear glass and powered, heated and cooled front sports seats.

Inside, you’ll find BMW’s new Panoramic Vision display concept (incorporating a 43.3-inch pillar-to-pillar display, 17.9-inch touchscreen and 3D HUD), ambient lighting, wireless MagSafe charging, a Harman-Kardon stereo and heated steering wheel.

The M350 comes well-equipped out of the box and the options list is mercifully short: metallic paint costs $2000 and black wheels $700, but switching out artificial hide for genuine Merino leather is now a $4000 ask.

There are few engines on the market that can match the blend of character, urgency and efficiency of BMW’s rightfully famous ‘B58’ straight-six. And in the M350, the most recent upgrade of the engine has enhanced all those characteristics.

BMW has updated the combustion process of the engine to use the Miller cycle, while the new 48-volt mild-hybrid system integrates an electric motor into the transmission. The latter, combined with changes to the turbo and engine management system, has resulted in even snappier response to throttle inputs, especially on the move.

There is tremendous torque available almost everywhere in the rev range of the M350, and the tractability of the six-cylinder means rapid progress comes easily.

Yet the B58 still enjoys being revved out and worked hard, producing the familiar straight-six soundtrack that makes driving a petrol BMW feel special. Unusually, the exhaust is loud and metallic outside the vehicle – but it’s a touch muted from the inside.

The M350 isn’t savagely fast or hard-edged in the manner of the outgoing M3, or immediately accelerative like an EV, but its performance is much more than sufficient for Australian roads.

ZF’s eight-speed automatic, brilliantly tuned by BMW, remains a superb partner for the engine, shifting smoothly when cruising but swapping cogs rapidly when in ‘S’ mode.

This is a rare modern performance car that feels genuinely uncompromising – in the true sense of that word. It does nearly everything well.

It’s also a better car than the M340i. That car was composed and capable, but the new M350 is more settled and comfortable without giving up an inch in the handling stakes.

The biggest improvement here is to the refinement. On demanding roads in the south of France, the M350 displayed remarkable composure over broken surfaces, bumps and undulations, combining incredible body control with a supple ride, even on 20-inch wheels.

There is a fundamental level of compliance here the M340i never quite achieved.

Drivers also find a really satisfying coherence to the upgraded chassis. The adaptive dampers, variable sport steering, xDrive AWD system and, in particular, the rear M Sport differential work together to give the M350 a natural and clearly rear-biased feel.

BMW has introduced a new Driving Stack electronics architecture to manage the dynamic systems of the petrol 3 Series, though its capabilities are not quite as sophisticated and integrated as the ‘Heart of Joy’ dynamic supercomputer of the electric i3.

But there’s still total fluency here. The steering is ever so slightly sweeter than the outgoing M340i, with good precision – if still insufficient road feel – and the brakes are progressive and powerful.

There is little sense of the M350 fighting itself as the driver starts to approach the BMW’s high limits. It is willing to rotate under power, even with stability control engaged – a rare trait among modern AWD performance cars.

At the same time, this is a sedan that will settle down and behave when wanted. Road and wind noise are well-suppressed and the engine fades into the background when cruising.

Fuel economy is respectable given the performance on tap. BMW claims 8.2L/100km, and we managed a more than acceptable 10L/100km on a spirited country drive.

The flab-free styling of the new-generation 3 Series strikes a convincing balance to our eyes, and thanks to its longer bonnet, the petrol 3 Series (which has an updated version of the old car’s platform) has slightly superior proportions to the Neue Klasse-architecture electric i3.

Inside, the driving position remains decent, storage is generous, and the front seats provide good levels of comfort and support. We were also pleased with the quality of the launch cars, which felt exceptionally solid.

There is an unexpected advantage over the electric i3 in the back seats, too. Although the petrol car retains a large central transmission tunnel, its inclined bench offers a more natural seating position.

Few will argue over the exceptional dynamics of the M350, but it will divide BMW enthusiasts as soon as they step inside this car.

The eighth-generation 3 Series has adopted a completely new interior philosophy, dispensing with the traditional iDrive rotary controller in favour of a large slate touchscreen and an ultrawide, ultra-thin display across the base of the windscreen.

Whether this concept will gel with 3 Series people, who are much more traditional than BMW’s SUV customers, remains to be seen.

With the cabin nearly button-free, the timing is curious as well. After years of car-makers removing buttons and switches, the industry has recognised that real controls for features like climate control have their ergonomic advantages.

You can tell that enormous, time-consuming efforts have gone into making the new 3 Series one of the best-driving cars on the market – full stop. But a shortcoming of lengthy development cycles can be that the interior direction feels a step or two behind where the industry has already moved.

That said, the execution of the Panoramic Vision suite is better than the concept might suggest. It can look overwhelming in photos, but the pillar-to-pillar screen is actually quite easy to interact with.

Cabin materials won’t please everybody, either. Although build quality was excellent, leather has become an option, while textiles on the doors and dash have replaced old genuine aluminium and wood options.

That mix of synthetics lacks some of the richness associated with the previous version and is a bit of a shame in a car costing nearly $130,000, particularly as the old ‘G20’ did clad seats in leather as standard.

We also wonder whether some buyers might be a tad surprised by the M350’s surprisingly enthusiastic rear end, which slips easily and becomes very lively, even in the dry.

And while the M350 is quick, its weight ultimately makes itself known. At 1935kg on BMW’s European unladen weight measure, the substantial mass prevents it from feeling quite as explosive or agile as lighter 3 Series models from days gone by.

Practicality is also just ‘fine’: the 450-litre boot is long and usefully shaped, but the traditional sedan opening is narrow and the rear transmission tunnel makes carrying a fifth occupant difficult.

With a new 3 Series Touring confirmed globally, BMW Australia should be pushing hard for a local release.

Fuel range is another consideration. While the consumption we saw was decent, the 59-litre fuel tank is not huge, and realistic driving range can be below 600km for the six-cylinder car.

Perhaps the biggest challenge to the M350 is the existence of the $16K-cheaper electric i3 M50. It offers 345kW of power, similarly generous standard equipment and longer range in the real world, plus the prospect of much lower running costs for some buyers.

Definitely. The M350 is a rare car that manages to retain almost everything that made its predecessor so desirable while managing to make key attributes even better.

Its straight-six engine remains a very compelling reason to choose combustion power even in these days of pricey petrol. It provides a combination of sound, character and responsiveness that keeps giving us reasons to buy cars like this.

Yet it’s the newfound maturity and sophistication of the M350’s chassis that makes this BMW an even easier ‘yes’.

It’s exceptionally playful and fun to drive, yet the ride quality and noise insulation are now clearly more luxurious and impressive than before. This is a totally complete sports sedan.

Crucially, the M350 comes with the right hardware as standard for Australia, with critical tech like adaptive dampers and the rear differential bundled with every car.

While the forthcoming new M3 will undoubtedly be even faster, we think the M350 might once again prove to be the real sweet spot.

The biggest question for buyers might be whether the M350 is still justifiable, or whether the genuinely convincing electric 3 Series also warrants close consideration.

Having driven the M350 and i3 50 xDrive back-to-back, our preference for outright driving enjoyment still leans toward the petrol car – but only narrowly. The i3 is also a deeply impressive car.

That is the achievement of the new 3 Series: BMW has managed to preserve the traditional sporting character of its most important sedan model while creating a fully electric alternative that feels worthy of the badge, too.

But for those who aren’t ready to leave six-cylinders behind, the M350 remains an eminently enjoyable car.

2027 BMW M350 at a glance:
Price: from $128,900 (plus on-road costs)
Available: Q1 2027
Powertrain: 3.0-litre turbocharged inline six-cylinder petrol, 48-volt mild hybrid
Output: 326kW/580Nm
Transmission: eight-speed torque converter automatic
Fuel: 8.2L/100km
CO2: 187g/km
Safety rating: Not tested

Join the conversation at our Facebook page
Or email us at editor@carsales.com.au