Since the premiere of the G20-generation BMW 3 Series, all of the talk surrounding it has mostly been about two versions, the BMW M340i and 330i. While those two cars steal headlines, though, the BMW 330e is working in the background and can possibly become one of the best 3 Series variants on the market.
The previous-generation BMW 330e, from the F30-gen 3er, was actually a much better car than a lot of enthusiasts give it credit for. I personally drove an M Performance Parts-equipped model last November, ironically enough, and really enjoyed it. The plug-in hybrid powertrain, which consisted of a turbocharged four-cylinder combined with an electric motor integrated into the eight-speed gearbox, was surprisingly punchy and its low center of gravity from the floor-mounted batteries combined to made it more fun than many enthusiasts would admit.
This new G20-generation should be even better. For starters, it gains all of the new advantages of the G20-gen 3 Series, such as its newly designed chassis, lift-related dampers, new steering setup and all of its new technology. The latter of which includes BMW’s newest iDrive system and its digital gauges. It also gets a new hybrid powetrain.
Said powertrain consists of a 2.0 liter turbocharged engine that on its own makes 184 hp. The electric motor that’s integrated into the eight-speed automatic makes an additional 68 hp. Those two combine for 252 hp and 310 lb-ft of torque, which is only up 5 hp over the previous-gen car and equal torque. Though there’s an overboost function, dubbed XtraBoost, which adds an additional, and temporary, 41 hp. That XtraBoost function can be engaged and used up until the battery reaches its minimum battery charge status. It also functions as the car’s “kick down” while in the gear selectors “M/S” mode.
BMW claims a 0-60 mph time of around 6.0 seconds, though it isn’t specified as to whether or not that’s in XtraBoost mode but we’re assuming it is. That’s not remarkably fast, especially when you consider a Volkswagen GTI would leave it for dead in a straight line for about $20,000 less, but it’s fast enough to be fun. Plus, the instant electric torque makes it feel peppier than that.
In addition to its extra power and a touch extra performance, it also becomes more efficient than the previous model. According to BMW, the new 330e gets a combined 1.7 liters per 100km (roughly 138 mph US), but no word on real world fuel economy. However, it now has further electric range as well as a higher electric top speed. Rather than the measly 14 miles of maximum electric range of the old car, this new one has up to 60km (37 miles), or more than double. It also has an electric top speed of 140 km/h (86 mph), rather than the old car’s 120 km/h (74 mph).
So the new BMW 330e is comprehensively updated over the car it replaces. While its specs aren’t drastically better, the improvements on the road should add up to more than just the sum of its numbers. It should feel sharper, more dynamic, faster and more fun than the old 330e, while also being more efficient and having a further electric range. While a hybrid 3 Series isn’t exactly the most thrilling sounding car idea, we’re excited to drive the BMW 330e. One with M Performance Parts would be even better.
I wouldn’t compare this to a GTi, but, no matter how you look at the 330e, it’s a fantastic city/inter city car.
Wasn’t actually comparing it to a GTI, the two cars are entirely different. Just showing how, let’s say “unfast” the 330e is in modern times.
Ok why there is no word about wireless charger?? Again! I don’t understand…
I need to find out if it will be an option.
Well, for starters, it is very convenient only if it is at the location you need to charge your car (it’s not really portable) and neither is it as efficient as a direct hook up.
It’s super useful. You park your car in the house at the work and just forget about battery capacity. Don’t need to plug in those freaking cables.
That figure is 37 mi NEDC. NEDC estimates are inaccurate and unrealistic. A good rule of thumb is to lop a third off of any NEDC estimate. Thus a claimed 37 mi NEDC will likely result in 23-25 mi in the real world.
agree
The front is growing on me looks nice
The front fascia is horrible. Overly large, conjoined kidneys and over-engineered headlights.
I like the kidneys, looks way better conjoined than separate. I think we will see some really nice grills from BMW in the next years. iX3 for example, even though the ones we’ve seen so far are only a concept I hope the production version won’t be changed too much. I can agree on the headlights though.
The 330e makes sense to me, I love the fuel consumption figures.
Hey Nico/ @horatiub:disqus is the 1.7L/100km figure with or without the electric motor?
Combined, electric motor and engine. Though, those sorts of figures are always absurdly optimistic.
I just test drove the new Jag i Pace and I think my current 330e compares well to it, when considering the costs. In person, the Jag looks a lot like the X2. The Jag interior is fantastic–Bentley quality. The Jag drives a lot like my old i3 in traffic–including the less than settled ride over potholed streets. My 330e is better over potholed streets, interior can’t hold a candle to the Jag, but the driving in all-electric mode is similar, for all of my 13 mi electric range. The Jags one-pedal driving is superior to my 330e’s low regeneration, but just like my i3. Jag’s boot is about the same as i3 and smaller than 330i. Back seat is a lot better. Jag is at least $30K more than 330e and the interior looks it, but the rest of the car is not significantly better than my current 330e, let alone the new one.
That’s interesting insight. It would be really interesting to see it compared more to the i3, though. The 330e isn’t really an I-Pace competitor.
I agree that the 330e and i Pace are not competitors. I used the comparison to give concrete illustration to the similarities. In the around-town driving stoplight grand Prix, I didn’t find any great difference between the 330e and the I Pace and that is probably due to the zero rpm torque. I’m sure that at highway speeds the i Pace will be head and shoulders because of the twin motors and larger battery capacity. I maintain that with the current charging infrastructure and battery capacity, a 250 mi range EV really doesn’t make sense for an intercity car. Any trip will require a mid-day stop of an Hour or more, at 100 Kw charging rates. On the other hand a PHEV does. With a 27 mi all-electric range in the new 330e, it will satisfy 100% of my in-town driving and I’ll have the ICE for intercity at 45 MPG (what I got on a 2000 mi trip with no charging). AND, the ICE probably doesn’t weigh any more than the extra battery to get 250 mi range. A 250 mi range can make sense for an in-town car if one needs to depend on public chargers because you will only need to do that once a week. My wife drives an X5 40e and if we replace that with another PHEV, I might replace my 330e with an i Pace because 1) It’s a hoot to drive, 2) I feel like a rich person sitting in the interior, 3) Despite it’s 20″ fording depth (needed in Houston), it doesn’t feel like driving an SUV; it feels like a BMW 3-series, and 4) I can afford it. BUT–it’s a Jag and if has the usual Jag dependability I won’t go near it. I wonder just how many times a year the “pop-out” door handles will fail?
When does production start?
Next spring.
I wonder, why they don’t combine the top version of the B48 engine (255 hp) with the electric motor to get something like an 335e? This would be an unique and exciting motorization between 330i and 340i and probably worth the extra costs compared with the 330i.