| Published
on 23
Jan 2012 |
All rights reserved.
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We always know the
3-Series is crucial to BMW. How crucial? In 2010, BMW sold 399,000
units of this car globally, representing a third of the company's total
output. Somehow, its importance has been decreasing – albeit in a
healthy way. Back in 2003, sales of E46 amounted to 528,000 units or a
staggering 57 percent share of the company's output. The addition of
1-Series and X3 could be one reason for the slide. Another reason is
the intensified competition from Audi A4 (306,000 units sold in 2010)
and Mercedes C-class (342,000 units including CLK and SLK). The E90
might hold a slight edge in driver appeal until its last days, but as a
whole package it no longer enjoyed the advantage its predecessor
possessed. In our very first report written in 2005, our criticisms to
the E90 ranged from an underwhelming exterior design to a cheap-looking
dashboard to a slightly firm ride of its sport suspension. We also
asked for more space to keep it competitive against future rivals.
These weaknesses turned out to drive some customers towards the
Mercedes and Audi camps.
However, this time BMW is not going to repaat mistakes.
The new F30 3-Series is a larger car. It is 50 mm longer in wheelbase
and 104 mm longer overall. Its cabin gets 8 mm more rear headroom and
15 mm more rear legroom, accompanied with a 480-liter boot (up 20
liters), so it is competitively roomy for the compact premium class
without threatening its bigger brother 5-Series. A well-judged
enlargement I would say.
The exterior styling is also improved. Well, these days no BMWs could
be described as beautiful, but at least the new 3-Series has not
followed the unfortunate footprints of the new 1-Series. Its proportion
is still easily recognizable as a 3-Series, with side glasses almost
identical in shape to those of the old car. Like the 5-Series, its
bonnet becomes a multi-contour clamshell to provide space for
pedestrian protection while emphasize the longness of its engine
compartment, hence making a stronger statement of its FR layout. What
really improved visually is the nose – now each chromed kidney is made
3-dimensional and its depth is partially exposed to the gap between the
bonnet and headlamp. This make the kidneys like solid silver cups
inserted at the nose. The change makes the car appear to be more
stylish and tasteful. Another visual improvement is the new taillights,
which mirror the fine effort of 5-Series.
The cabin cannot be said as a work of art, but it looks much nicer than
the E90's. The odd "camelback" dashboard of the old car has been
replaced with a more conventional one and a freestanding sat-nav
screen. Center console is now slightly angled to the driver as in the
good old days. Controls and switchgears are ergonomically sounded, as
are the driving position and seat. Materials and fit and finish have
been improved to the extent that it is finally a match for Audi and
Mercedes, if not better. Moreover, there are 4 distinctive trims to
choose from – Sport, Luxury, Modern and M Sport – so you are more
likely to get
the desired colors and textures. The small and thick steering wheel is
nice to hold. The updated iDrive is simpler and easier to use, although
it still takes more steps than Audi's MMI.
Frankly, the F30 does not set any new standards on packaging, styling
or build quality. As always, what makes it really special is the
driving dynamics. When we first heard the new car has grown
considerably in size, we feared that its performance and handling could
take a step backward, at least in subjective areas like response and
feedback. This has been the case to many new BMWs, including the
current 5-Series. Thankfully, its engineers have taken adequate
measures to prevent such a nightmare. The F30 might be larger, but it
is no heavier. In fact, by using more high-strength steel to construct
the monocoque chassis and lighter materials / components throughout the
car, it manages to cut weight by a claimed 40 kg across the range.
Better still, this 40 kg of weight saving is real, unlike most other
manufacturers which do not take additional equipment into account. Even
the new 3-Series inevitably features more standard equipment than the
old car, it still undercuts the old car on scale. For example, a
comparison of the spec table shown below and the one on our E90 page
will find a new 328i weighs 50 kg less than the old 330i yet it offers
slightly higher performance. Admittedly, the new 328i employs a lighter
four-cylinder engine, but when the new 335i undercuts the old 335i –
with exactly the same motor – by 25 kg, you know the saving is true.
Apart from lighter, the chassis also boosts 30 percent higher torsional
rigidity than that of the outgoing car. Although its body shell is no
wider, its front and rear tracks have been widened by 37 mm and 47 mm
respectively. Besides, the car also gets slightly sleeker, with
aerodynamic drag coefficient ranging from as low as 0.26 (on 320d
EfficientDynamics) to 0.27 on 320d, 0.29 on 328i and 0.30 on 335i,
thanks to extra underbody sealing and a front apron shaped such that to
produce "air curtains" to cover the wheels. All these improvements are
based on a chassis already known as the class' best.
The suspensions are similar to those on the old car as well as the new
1-Series with which it shares extensive components. Up front, there is
a pair of MacPherson struts, although BMW prefers to call it
"double-joint spring struts". Contrary to earlier prediction, it has
not switched to double-wishbones like the 5-Series because that would
have added 20 kg to the front axle, something difficult to be offset on
the smaller car. Are we disappointed? Not a bit. Considering how good
the old car handled, who bother? At the rear, the tried and trusted
5-link setup continues to serve the 3-Series. As before, the front
suspensions are largely made of aluminum while the rear ones are steel
in order to achieve a 50:50 weight distribution. To improve ride and
handling, electronic adaptive damping has been added to the suspension
as option. This is especially important to the cars fitted with the
stiffer and lower M Sport suspensions, which used to be criticized for
too harsh on less perfect roads.
In a bid to cut fuel consumption and emission, the outgoing hydraulic
power steering has been replaced with an electromechanical power
steering with rack-mounted motor – no surprise after Porsche adopted
such system in 991. Besides, buyers can opt for a variable ratio
steering rack to quicken response at lock and tighten turning
circle.
Powertrain has always been a strength of BMW. This tradition continues
in the F30. As expected, the naturally aspirated straight-sixes have
been withdrawn for the sake of energy efficiency. Taking their places
is the new N20 2.0-liter four-pot engine with direct injection,
Valvetronic, Bi-Vanos and a twin-scroll turbocharger. It has three
states of tune – 184hp (320i), 218hp (325i) and 245hp (328i). Thanks to
a much stronger low-end and mid-range torque (258 lbft from
1250-4800 rpm), the 328i is actually faster than the outgoing 330i,
with
0-60 mph accomplished in 5.6 seconds instead of 5.8 sec. It is also as
refined as a naturally aspirated engine, being smooth and lag-free. The
only downgrade is sound quality, which fails to match the good old
straight-six, yet that is less important to the sedan than the case of
Z4 roadster. Moreover, the N20 engine has fuel economy improved from
37.6 to 44.8 mpg and emission reduced from 175 to 147 g/km. Those
improvements might sound a little modest compared with recent rivals,
but you have to notice that the E90 already got EfficientDynamics
package – including automatic engine stop-start, on-demand oil and
water pump and regenerative braking alternator – since 2007. These
features are carried over to the new car. What contribute to the
further reduction are mainly the downsized engines, reduced drag and
the upgrade to ZF 8-speed automatic transmission. The latter is so
smooth and responsive that it is now a better companion than the
6-speed manual.
The straight-six has not died yet, but it lives on only in turbocharged
form. The single-turbo N55 continues to produce 306 hp and 295 lbft of
torque and propels the 335i from rest to 60 mph in 5.2 seconds. As the
advantage over 328i is much reduced, we don't expect it to be a big
seller. On the diesel side, there are four versions of the 2-liter
turbo diesel four, producing 116hp (316d), 143hp (318d), 163hp (320d
EfficientDynamics) or 184hp (320d), while turbo diesel 3-liter
straight-six will join later this year in the form of 330d and 335d.
The 320d is expected to be the best selling 3-Series in Europe. Its
power and refinement are excellent, while aluminum construction
guarantees lightweight and good handling.
On the road, the new 3-Series immediately impresses with its new found
performance, handling and refinement. The first thing you will notice
is the improved ride quality, at least on the car fitted with adaptive
dampers. It is not only smoother, quieter and more comfortable, but
also overcomes crests, expansion joints and bumps more cleanly than the
old car. As a result, you can attack B-roads at faster pace yet feeling
calmer and more confident. The second thing you will notice is how
light the car feels when it steers into and out of corners. Partly this
is contributed by the lighter helm, but also the car's lack of inertia
at the nose. Undoubtedly, the wider tracks, the reduced kerb weight and
the switch to four-cylinder engine help this feel. With less inertia to
deal with, the new 3er is keener to turn and rotate should you switch
it to Sport+ mode, which raises the ESP threshold, dials up the
throttle response, quickens gearshift, loads up the electric power
steering and tightens the dampers. No cars in this class possess a
handling balance so neutral and a mid-corner behaviour so adjustable.
Even though with excellent grip, you can push the rear tires out in
mid-corner with a big prod of throttle, yet the process is controllable
and nowhere scary.
Some might find the electric power steering less talkative than the old
hydraulic rack. It does not transmit the fine details of road textures
to your hands like the old helm, but it is better weighted, more
precise and it still delivers the feel you need during maneuver. When
you are not in attack mood, you will appreciate its lightness and
calmness which makes it a better companion in urban area as well as
cruising.
Perhaps the most impressive is the various dynamic aspects come at a
unity. The engine, the gearbox and the chassis all work in harmony to
let the car flows fluidly through corner after corner, on whatever
surfaces and
at whatever speed. The F30 has taken driving dynamics to a new level,
by far exceeding its Mercedes and Audi rivals. Simultaneously, it has
ironed out the rough edges in comfort, space and styling while
extending its lead in energy efficiency. That should guarantee the top
position of its class for many years to come. |
Verdict:  |
| Published
on 19
May 2014 |
All rights reserved.
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BMW M3 (F80)
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Traditionally, M3
was thought to be a 2-door coupe. In the beginning, BMW built M3 only
in 2-door body. The 4-door did not join until late in the life of E36,
then it skipped the whole E46 generation and resurfaced in E90. As most
people still preferred the coupe look, M3 sedan was a minority.
Time has changed. Mercedes found a lot of buyers for C63 AMG sedan,
while Audi explored a new territory with its RS4 Avant. BMW does not
want to lose market share, so it separates the 2-door coupe into an
independent line, the M4, and restricts the usage of the M3 badge to
the 4-door sedan. This is also part of the marketing strategy of the 3
and 4-Series. Moreover, both cars are now given a codename different
from their mainstream sisters – the M3 is F80 (not F30) and the M4 is
F82 (instead of F32).
If you have already read my M4 review,
you should have a good idea what
changes have been made to the new M3 and how they changed the character
of the car. Despite of different names, the M3 is almost identical to
the M4. Not only the powertrain and performance are the same, they also
share the same wheelbase, the same front and rear tracks and the same
lightweight materials – now including the carbon-fiber roof panel, a
first for the sedan. As we know the suspension tuning is slightly
different, but its intention is not to give the sedan a more
comfortable ride but to compensate its slightly higher center of
gravity and result in the same handling characteristic. Moreover, the
sedan is only 23 kg heavier than the coupe, so you can hardly feel any
difference on the road. Neither can BMW's test drivers, who found it
lapped Nurburgring in the same time.
Therefore, the same findings on the M4 are applicable to the M3.
Firstly, its new turbocharged straight-six is a lot more flexible than
the old high-revving V8, giving the car superior performance in the
real world while returning far better fuel economy. Secondly, the
engine sound is really dull. It sounds more like a sporty turbo diesel,
with clatters at idle and a low frequency bass at other time. Can't
imagine it is developed by the M-division. Thirdly, for a
high-performance turbo motor it is responsive and turbo-lag-free, but
it still lacks the razor-sharp throttle response and high-revving
sensation of traditional M-power motors, which is sad to the fans of
M3. Fourthly, the car handles brilliantly. It is more agile and steers
more precisely than the old car, thanks to a weight reduction of 85 kg
and the new electrical power steering. The latter is not as feelsome as
911 GT3's, but neither the old M3's hydraulic rack was considered to be
perfect. Fifthly, the M3 still drifts beautifully. You can use its vast
mid-range torque to break the massive rear grip, and the process is as
controllable as ever. Lastly but not least, the M3 finally gets a set
of decent brakes to match its performance.
So which one to choose? The better looking M4 or the more practical M3?
That depends purely on your needs and taste. Either way, you have to
put up with an uninspiring engine note and the slight loss of throttle
response. You will get used to it, but the driver of Mercedes C63 AMG
next to you will always have a bigger laugh, although he might be
unable to catch you. The next generation turbocharged C63 might be a
different story though.
So why do I rate the M3 higher than M4? Because the enhanced
drivability and fuel economy make more sense to the sedan.
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| Verdict: |
| Published
on 24
Jul 2015 |
All rights reserved.
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3-Series update 2015 and 340i
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The world changes
faster than ever. Just 3 and a half years ago we were amazed by how
good the BMW 3-Serires F30 was, and we expected it to topple the junior
executive car class for many years to come. However, following the
renewal of Mercedes C-class and then the arrival of Jaguar XE, the
leading position of BMW is no longer that clear. The C-class bests
3-Series in build quality, comfort, style and efficiency, if not
handling and powertrains. The XE rides and steers even better than the
3er, although it lacks a vast range of engines and is short of cabin
space. To maintain the lead, BMW needs a mid-life refresh desperately,
so here it comes.
Forget the subtle revision of bumpers – you won’t be able to tell the
differences unless you are German engineers. Inside, the improved trims
are slightly higher in quality but it won’t threaten Mercedes. In the
chassis, the suspension is tweaked with stiffer springs, twin-tube
dampers and 10 mm lower ride height, accompanied with more rigid top
mounts. This gives the retuned electric power steering slightly higher
precision. You can now opt for Variable Sport Steering, whose gear
ratio varies according to speed, angle and various factors.
Unfortunately, it is just as unpredictable as the notorious Active
Front Steering on the E60 5-Series,
so it is best to be avoided.
Admittedly, the aforementioned chassis mods have very subtle effects to
the ride and handling. The 3-Series still doesn’t ride or steer as good
as the brand-new Jaguar XE. As usual, BMW’s mid-life refresh spends
more effort on engine upgrades. All engines bar the 6-cylinder diesels
on 330d and 335d have been renewed. All petrol engines are derived from
the new modular family with 500 c.c. per cylinder, 82 mm bore and 94.6
mm stroke. These include the 1.5-liter 3-cylinder (codename B38),
2.0-liter 4-cylinder (B48) and 3.0-liter straight-6 (B58). Their
combustion chamber size is optimized for fuel efficiency, ditto the
centrally located fuel injectors. All share goodies like Double Vanos,
Valvetronic, direct injection and low-inertia single turbo that is
ridiculously dubbed "TwinPower turbo".
Headline news has to be the new 340i, which replaces 335i as the top of
the (non-M) range. Instead of a 4-liter V8, it is actually powered by
the aforementioned 3.0 straight-six turbo with 326 horsepower and 332
pound-foot of torque. That’s 20 hp and 37 lbft up from the 335i.
Despite of the higher peak torque, it is released even earlier, i.e.
from 1380 rpm and sustains until 5000 rpm. As expected, it is punchy,
responsive yet creamy smooth and eager to rev to 7400 rpm. In other
words, still the benchmark of the class. It allows the 340i to sprint
from 0-60 mph under 5 seconds, yet its EU fuel consumption and emission
ratings are reduced by 10 percent.
Lower down the range, the 2.0-liter 4-cylinder petrol is available in 2
states of tune, i.e. 184 hp / 214 lbft on 320i or 252 hp / 258 lbft on
330i. The latter replaces the outgoing 328i. Frankly, it is a bit
disappointing to find the 330i badge returns without a proper
six-banger! Further down, the 136 hp 1.5-liter triple-cylinder engine
finally makes appearance on the 3er after debuted on Mini and 2-Series
Active Tourer. However, under the bonnet of 318i it is mounted
longitudinally, of course. Compared with the outgoing 1.6-liter four,
it cuts 12 percent of fuel and emission. This is the first petrol
3-Series to slip under 120 g/km of CO2
emission. You may hear some 3-cylinder exhaust pulses at very low rev,
but otherwise it is just as refined as a good 4-cylinder engine, thanks
to a balancer shaft, adequate engine mounts and sound insulation.
On the diesel side, the quartet of 2.0-liter 4-cylinder turbo diesel
are also new. They produce 116 hp on 316d, 150 hp on 318d, 190 hp on
320d or 218 hp on the sequential-twin-turbo 325d. Meanwhile, buyers
looking for hybrid technology is now fulfilled with 330e, which
combines the 320i engine with a 108 hp motor to provide 252 hp in
total.
Model by model, the updated 3-Series is not necessarily always the best
in class. As the competition of junior executive cars get closer than
ever, the small BMW is no longer the default choice. However, with a
vast range of advanced and superb engines, a habitable cabin and still
outstanding (if not ultimately the best) handling and ride, I would say
as a whole it is still the most complete car in the class. Unless the
forthcoming Audi A4 and Alfa Romeo Giulia are a lot better than
expected, the BMW is likely to maintain a slim edge against rivals
until its retirement in 2018. We shall see.
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| Verdict: |
Published
on 12
Feb 2016
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All rights reserved.
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330e
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BMW finally joins
the race of plug-in hybrid with 330e. Plug-in hybrids are getting more
and more popular as it is the easiest way to pull down corporate fuel
consumption or emission figures. They enjoy government incentives as
well as tax breaks, so they could appeal to company car buyers. The
330e is no exception. In the real world it is likely to return about 55
mpg, but in the NDEC test cycles (with battery fully charged up
beforehand) it achieved an incredible 149 mpg and emitted only 44 grams
of CO2 each kilometer. Moreover, this is
a pretty fast car, too. With a combined output of 252 hp, it matches
the now 4-cylinder 330i. 0-60 mph can be accomplished in a brisk 5.8
seconds. Only the 140 mph top speed reveals its limitation.
The so-called “eDrive” electrified powertrain is based around the 184
hp 2-liter turbo four of 320i. BMW could have easily opted for the more
powerful version of 330i, but that would not have returned the best
fuel economy. The gasoline engine is assisted with a 88 hp / 184 lbft
electric motor which is incorporated within the casing of the 8-speed
automatic (no doubt it is supplied by ZF, which is seeking more
business in the electrification field). This means the electric motor
takes no extra space thus needs no modifications to the engine
compartment. At the other end, a 7.6 kWh lithium-ion battery pack is
situated at the rear axle below the boot floor. It gives a pure
electric range of 25 miles / 40 km should you drive with featherweight
pedal effort. That’s good enough to commute between home and
supermarkets in town center, but a trip to work might require the
gasoline motor to engage.
Predictably, electrification brings some drawbacks. Firstly, it reduces
boot space from 480 to 370 liters. Secondly, it adds 145 kg to the kerb
weight over 330i. However, with the rear-mounted battery, weight
distribution is actually improved to 49:51 front to rear. No wonder it
keeps most of the entertaining driving character of the 3-Series. The
ride is slightly firmer than the regular car in order to deal with the
extra weight, so it loses no body control. The rear-drive machine is
also able to drift like the usual 3-Series, thanks in part to the
abundance of low-down torque offered by the electric motor. This is one
of the best handling green cars.
The 2 power sources do not integrate as well as most other hybrids.
There is a pronounced kick when the turbocharged engine engages.
However, its performance is remarkable. Both the turbo four and the
e-motor offer solid urge from very low rpm. In Sport mode, the throttle
response is sharp. Only the subdued exhaust note disappoints keener
drivers. The latter can be better served by 330i or 340i, but the 330e
gives one more option to enjoy traditional dynamics of BMW without
feeling sorry for the environment.
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| Verdict: |
Published
on 15
Jun 2018
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All rights reserved.
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M3 CS (F80)
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Last
version of F80 M3 is the best but also by far the most expensive.
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As reported before,
production of the F80 M3 will stop within this month, a year earlier
than planned. This is because following the adoption of WLTP test
method, the M3 will need a gasoline particulate filter to pass emission
standards. As the current 3-Series is set to be replaced soon, BMW
considered the cost of re-homologation solely for the M3 unjustified,
thus decided to terminate it early.
Nevertheless, the F80 M3 will bow out on a high with its last version,
CS (Club Sport). Most of the modifications are shared with its coupe
sibling, M4 CS. Like the latter, it is
developed based on the Competition pack model. Compared with the
standard M3, the suspension is retuned with more negative camber,
stiffer springs, dampers and anti-roll bars. The CS retains the
suspension setting but gets lightweight forged alloy wheels and, most
important, Michelin Pilot Sport Cup 2 tires for more grip. The adaptive
damping, M differential and steering software have been recalibrated to
take advantage of the upgraded footwear. The bonnet is turned to
carbon-fiber, as is the tweaked aero kits. That said, the car is
slightly heavier than the standard M3. Unlike the M4 CS, its cabin
skips lightweight treatment, with only sport bucket seats and Alcantara
trims to make a difference.
The engine, again like the M4 CS, now produces 460hp, 10 and 29 ponies
more than the Competition pack and standard M3, respectively. More
important, peak torque is up by 37 pound-foot, which can be felt in the
mid-range when you overtake or attack corners. The top end doesn’t feel
much different, but the new exhaust certainly brings more noise, and
the crackles on overrun are more exciting to ears. Turbo lag remains
too little to concern, though the Ferrari V6 on Alfa Romeo feels
sweeter and more soulful all the time, even before you consider its 50
extra horsepower.
The beauty of the M3 CS is handling. With the retuned suspension and
Cup tires, it turns in more precisely, maneuvers harder, understeers
less and runs out of grip more predictably. In short, a big improvement
on the standard M3, and a half a nod better than the Competition pack.
The downside is still that slightly numb electric power steering, which
gets weightier without any more feel. The suspension might be a little
too firm for backroads, but in Comfort mode you can live with it, just.
The CS is certainly a better weapon to use on track days.
Comparatively, Mercedes-AMG C63 S is too oriented to roads. Alfa Romeo
Giulia QF is still its biggest threat, more rounded and more
charismatic, though I guess the CS could be slightly faster on track.
However, to get the best of it you need to tick the optional carbon
ceramic brakes, which costs £6250. And that lifts the car’s price
to a ridiculous £93,000, £30K more than an M3 DCT ! That is
already the territory of 911 Carrera GTS.
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| Verdict: |
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