- Doors and Seats
4 doors, 5 seats
- Engine
3.0i, 6 cyl.
- Engine Power
190kW, 300Nm
- Fuel
Petrol (91) 9.6L/100KM
- Manufacturer
RWD
- Transmission
Auto
- Warranty
2 Yr, Unltd KMs
- Ancap Safety
NA
BMW 330i
It can't be an easy job developing a new-generation BMW 3-Series. The biggest selling Bavarian has to maintain an edge in performance, looks and less tangible factors such as character if it is to continue setting the compact luxury standard against such illustrious rivals as Mercedes-Benz.
There's no doubt BMW has had a decent crack at raising the bar with this latest generation, called the E90. It's bigger in all the vital measures than the E46 it replaces, but it manages the neat trick of being no heavier. Perhaps even more impressively, the 3-Series incorporates elements of the somewhat divisive styling philosophy without really offending.
The $96,500 330i flagship tested here manages to handle the creases, folds and complexities - albeit far less pronounced than the 7 or 5-Series - better than the other recent BMW efforts. An attractive set of 17-inch alloy wheels and low-profile tyres provide some attitude.
Under the skin the 330i is just as significant, as it gets a power plant from BMW's new in-line six-cylinder engine family, although by now the 325i has also arrived, and both engines have also made it into the 5-Series.
This sophisticated unit uses magnesium and aluminium extensively for a 10 kilogram weight reduction and the Valvetronic and Double Vanos control systems in the twin-camshaft, 24-valve cylinder head to improve efficiency, cleanliness and power levels compared to its renowned predecessor.
Check these figures; a 12 per cent increase in peak power to 190 kW at 6600 rpm, matched by a 12 per cent drop in fuel consumption to 9.0 L/100 km. Chuck in a 0-100 km/h dash of 6.6 seconds and an output of 216 grams of carbon dioxide per kilometre (23 grams less than the soon-to-arrive Benz C350) and you can see this engine is lean, green and mean. Only the torque figure is unchanged, sticking at 300 Nm (but delivered 1000 rpm lower from 2500 rpm).
Press the electronic throttle and the engine shows off its ability to rev cleanly, hard and fast to its 7000 rpm redline. There's no complaints, no harshness, just a guttural bark from the exhaust that winds ever-higher once you crest 4000 rpm.
Backing it up is an almost precognitive six-speed automatic transmission, which manages to keep the engine in the meat of its power and torque band with imperceptibly smooth shifting even in sports mode, unless you are brutal with the throttle. The only quibble is it changes gears for you in Steptronic semi-manual mode, but this is such a good gearbox you rarely need to move the lever anyway.
If there is a rider in all this it is that the engine feels at its best when you are demanding performance from it. You could drive it quietly around the city and suburbs throughout its life and never fully realise just how good it is.
The car has mixed dynamic behaviour. Around town the 330i can seem a bit leaden and lumpen, its steering a bit dead and its low-profile tyres banging and crashing on rougher surfaces, souring both the ride and cabin ambience.
The ride still isn't perfect at speed, but then the quality of grip becomes apparent, working in sync with the car's new strut front and multi-link rear suspension and orthodox rack-and-pinion steering to deliver an engrossing, exciting drive.
You need to pay attention though, with enough drive transmitting through those rear tyres to make things skittish. There's a full suite of electronic handling aids led by the latest dynamic stability control system to help when necessary, but with adept and subtle tuning that is rarely intrusive.
If only all the 330i's technologies were so unobtrusive. Yes, it's another iDrive rant, but this time for taking up the limited stowage space. There are simply not enough places to put things in a 3-Series cabin. The skinny little door pockets and tiny glovebox are hopeless.
The cabin is disappointing. The steering wheel feels cheap and has only manual adjustment, trim quality varies too much, cupholders graunch rather than pop from the dash and five blanks in a row of six switches on the centre console is, well, cheap. For $96,500 - almost double the price of the entry level 320i - BMW can do better.
There is some compensation, with more rear-seat room than the previous model and a credible list of standard equipment, including satellite-navigation, dual climate control, front and rear parking sensors, and adaptive Bi-xenon headlights. But we'd like a spare tyre too, thanks. An increase in boot space by 20 litres over E46 just doesn't seem enough compensation.
So where does that leave us? If we all drove to work along the Great Ocean Road there would be no better choice.
But most of us commute, which means a mediocre cabin and imperfect ride will be on show more often than those ultimate sporting abilities. It just may be that this uneven combination works against the BMW over time, allowing a better all-rounder to usurp its crown. For now though, the 330i still sets the driving standard.
What's it got?
Dual-zone climate control, satellite navigation with iDrive controller, leather upholstery, powered driver's seat with memory, cruise control, remote central locking, rain sensors, front and rear parking sensors, front fog lights, bi-xenon adaptive headlights, in-dash six-CD player, DataDot anti-theft technology, multifunction sports steering wheel, trip computer.
What's missing?
Spare tyre, power-adjustable steering wheel.